Ethernet-based centralised electrical and electronic system

Abstract

This application relates to the field of vehicle communication technology, and particularly to a centralized electronic and electrical system based on Ethernet. The method includes: a computing layer and a control layer communicating via high-speed Ethernet, and a control layer and a drive layer communicating via low-speed Ethernet; the drive layer includes an on-board terminal controller for acquiring vehicle body sensing data collected by vehicle target sensors; the control layer includes an on-board area controller for receiving vehicle body sensing data and environmental perception data collected by on-board information acquisition devices, and transmitting the vehicle body sensing data and environmental perception data to the computing layer via high-speed Ethernet; the computing layer includes a central computing center for receiving vehicle body sensing data and environmental perception data, and generating vehicle control commands based on the vehicle body sensing data and environmental perception data, and issuing the control commands to the corresponding on-board area controllers. This method can meet the computational needs in complex scenarios.

Description

Technical Field

[0001] This application relates to the field of vehicle communication technology, and in particular to a centralized electronic and electrical system based on Ethernet. Background Technology

[0002] As the level of automotive intelligence increases and the level of autonomous driving continues to improve, the deployment of large-scale vehicle-side models and the application of artificial intelligence agents have made the bottleneck problem of in-vehicle communication bandwidth increasingly prominent.

[0003] Traditional distributed electronic and electrical architectures suffer from fragmented computing power, failing to meet the computational demands of complex scenarios. Control systems for the vehicle body, powertrain, and other systems still employ communication methods such as LVDS (Low-Voltage Differential Signaling), CAN (Controller Area Network), and LIN (Local Interconnect Network). The conversion between these multiple communication protocols results in low reliability and high latency. The processing of large amounts of data and the conversion between multiple communication protocols place an additional burden on the controller's computing power. Furthermore, the deployment of network loads throughout the vehicle leads to numerous circuits, long wiring harnesses, and high costs. The thick and heavy wiring harnesses are also difficult to lay out, all of which urgently require improvement. Summary of the Invention

[0004] This application provides a centralized electronic and electrical system based on Ethernet, which can realize unified communication throughout the vehicle and hierarchical "computation-control-drive" to meet the computing needs in complex scenarios.

[0005] A first aspect of this application provides a centralized electronic and electrical system based on Ethernet, comprising: a computing layer, a control layer, and a drive layer. The computing layer and the control layer communicate via a high-speed Ethernet connection, and the control layer and the drive layer communicate via a low-speed Ethernet connection. The drive layer includes an on-board terminal controller for acquiring vehicle body sensing data collected by vehicle target sensors and transmitting the vehicle body sensing data to the control layer via the low-speed Ethernet connection. The control layer includes an on-board area controller for receiving the vehicle body sensing data and environmental perception data collected by an on-board information acquisition device, and transmitting the vehicle body sensing data and the environmental perception data to the computing layer via the high-speed Ethernet connection. The computing layer includes a central computing center for receiving the vehicle body sensing data and the environmental perception data, generating control commands for the vehicle based on the vehicle body sensing data and the environmental perception data, and issuing the control commands to the corresponding on-board area controllers.

[0006] In one embodiment of this application, the control command includes a controller tag, the vehicle area controller, and is further configured to: receive the control command and, based on the controller tag, send the central control command to the corresponding vehicle terminal controller.

[0007] In one embodiment of this application, the vehicle area controller is further configured to: generate local control commands for the vehicle based on the vehicle body sensing data and the environmental perception data, and control the operation of local devices based on the local control commands.

[0008] In one embodiment of this application, the vehicle terminal controller is further configured to: receive the control command to control the target device of the vehicle according to the control command.

[0009] In one embodiment of this application, the central computing center includes: a wireless communication module for receiving network data from external vehicle devices; a computing module for calculating environmental identification data of the vehicle based on the vehicle body sensing data and the perception data; and parsing the network data to generate a parsing result of the network data; a control module for generating control commands based on the environmental identification data, the parsing result, and a preset security policy; and a high-speed Ethernet communication module for acquiring the vehicle body sensing data and the perception data from the vehicle area controller via the high-speed Ethernet, and transmitting the control commands to the vehicle area controller.

[0010] In one embodiment of this application, controlling the target device of the vehicle according to the control command includes: performing communication protocol conversion on the control command based on the target device type to generate a communication control command corresponding to the target device type; and controlling the execution actions of the target device according to the communication control command.

[0011] In one embodiment of this application, the central computing center further includes a power management module for supplying power to the wireless communication module, the computing module, the control module, and the high-speed Ethernet communication module.

[0012] In one embodiment of this application, the vehicle-mounted area controller is arranged in the vehicle according to a preset arrangement strategy, the preset arrangement strategy including a first arrangement strategy, a second arrangement strategy, and a third arrangement strategy; wherein, the first arrangement strategy includes arranging the vehicle-mounted area controller in the area with the most concentrated vehicle resource demand; the second arrangement strategy includes arranging the vehicle-mounted area controller in the area with the shortest connection harness length to the electrical equipment in the vehicle; the third arrangement strategy includes arranging the vehicle-mounted area controller in the area where the distance between it and the electrical equipment with high drive load power in the vehicle meets a preset range; wherein, the first arrangement strategy has a higher priority than the second arrangement strategy, and the second arrangement strategy has a higher priority than the third arrangement strategy.

[0013] In one embodiment of this application, the vehicle-mounted information acquisition device includes at least one lidar and at least one camera.

[0014] A second aspect of this application provides a vehicle including the Ethernet-based centralized electronic and electrical system described above.

[0015] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a block diagram of a centralized electronic and electrical system based on Ethernet according to an embodiment of this application; Figure 2 This is a schematic diagram of a full-vehicle Ethernet centralized electronic and electrical architecture according to a specific embodiment of this application; Figure 3 This is a schematic diagram illustrating the deployment and peripheral circuit access method of a regional controller according to a specific embodiment of this application; Figure 4 This is a schematic diagram illustrating the functional principle of a central computing center according to a specific embodiment of this application. Detailed Implementation

[0017] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0018] Currently, mainstream OEMs (Original Equipment Manufacturers) use a centralized electronic and electrical architecture in both production and development models, employing a hybrid network architecture with multiple communication methods. Based on integration level, these architectures are categorized into domain-centralized and centralized electronic and electrical architectures, as well as centralized electronic and electrical architectures without Ethernet.

[0019] This application enables a full-vehicle Ethernet communication architecture through a combination of high-speed and low-speed Ethernet. The computing layer achieves centralized computing and control of the entire vehicle, completely isolated from the drive layer, supporting rapid software iteration; the control layer provides power supply, data acquisition, and drive according to physical areas, significantly reducing the weight and length of wiring harnesses; the drive layer terminal controller is standardized and connected to the vehicle network, enabling plug-and-play hardware.

[0020] The following description, with reference to the accompanying drawings, describes an Ethernet-based centralized electronic and electrical system according to embodiments of this application. Addressing the problems mentioned in the background section regarding the dispersed computing power, low data transmission bandwidth, long protocol conversion delays, and high deployment costs of traditional distributed electronic and electrical architectures, this application provides an Ethernet-based centralized electronic and electrical system.

[0021] Specifically, Figure 1 This is a block diagram of a centralized electronic and electrical system based on Ethernet, provided as an embodiment of this application.

[0022] like Figure 1 As shown, the Ethernet-based centralized electronic and electrical system 10 includes: a drive layer 100, a control layer 200, and a computing layer 300. The computing layer 300 and the control layer 200 communicate via a high-speed Ethernet connection, while the control layer 200 and the drive layer 100 communicate via a low-speed Ethernet connection.

[0023] The drive layer 100 includes an on-board terminal controller, which is used to acquire vehicle body sensing data collected by vehicle target sensors and transmit the vehicle body sensing data to the control layer 200 via low-speed Ethernet.

[0024] Specifically, the drive layer can deploy several terminal controllers according to the actual needs of the vehicle's sensors and actuators. The terminal controller ECU (Electronic Control Unit) adopts a standardized module and can include standard power supply, low-speed Ethernet input, and several types of output terminals, without specific limitations here.

[0025] For example, the vehicle terminal controller of the drive layer 100 can refer to the door terminal ECU, and the target sensor can refer to the door control sensor built into the door (door lock position sensor, window lift position sensor, door opening sensor); the door terminal ECU collects vehicle body sensor data such as door lock status, window lift travel, and door opening angle in real time, encapsulates all collected sensor data into low-speed Ethernet messages, and transmits them to the corresponding vehicle area controller VIU (Vehicle Integration Unit) of the control layer 200 through a 10M low-speed Ethernet bus; the area controller VIU summarizes the vehicle body sensor data uploaded by multiple terminal ECUs throughout the vehicle, and then uploads it to the computing layer VPC (Vehicle Central Computing Platform) via 1G / 2.5G high-speed Ethernet, and then the high-performance control module of the computing layer completes the vehicle body logic judgment and issues the vehicle control command.

[0026] In one embodiment of this application, the vehicle terminal controller is further configured to: receive control commands and control the target equipment of the vehicle according to the control commands.

[0027] Specifically, after the high-performance control module in the computing layer completes the vehicle body logic judgment and issues the vehicle control command, it will first issue the command to the area controller in the control layer via high-speed Ethernet. Then, the area controller will further issue the control command to the terminal controller via low-speed Ethernet, and the terminal controller will receive the control command.

[0028] To clearly illustrate the previous embodiment, in one embodiment of this application, controlling a target device of a vehicle according to a control command includes: performing communication protocol conversion on the control command based on the target device type to generate a communication control command corresponding to the target device type; and controlling the execution actions of the target device according to the communication control command.

[0029] Specifically, the ECU is responsible for converting low-speed Ethernet protocols into executable standard outputs, including SPI (Serial Peripheral Interface), UART (Universal Asynchronous Receiver / Transmitter), and USB (Universal Serial Bus). The instructions sent from the control layer to the terminal ECU are digital network signals transmitted in the form of low-speed Ethernet packets. However, onboard hardware such as headlights, radar, temperature sensors, and motors cannot directly recognize Ethernet signals. Therefore, the terminal ECU must undertake the protocol conversion task. Downlink: Parses Ethernet control commands and converts them into general-purpose low-level signals such as SPI / UART / USB to drive actuator devices (car lights, wipers, door lock motors); Uplink: Acquire raw sensor signals uploaded by the sensors via SPI / UART, package and encapsulate them into low-speed Ethernet data packets, and upload them to the upper-level area controller (VIU).

[0030] Furthermore, the terminal controller can be added based on configuration and protocol standardization, and can also achieve different functional requirements through software configuration. All terminal ECUs adopt a unified low-speed Ethernet communication interface standard, and the hardware interface is universal. Automakers can flexibly add or remove terminal controllers according to the high and low configurations of the vehicle model. For example, fewer terminal controllers can be installed in low-end models, while additional terminals such as lights, radar, and seats can be added in high-end models, without modifying the main vehicle wiring harness communication architecture, ensuring hardware compatibility and universality.

[0031] The terminal controller hardware is completely identical, requiring no redesign or hardware replacement. By simply flashing different software configuration parameters and loading different control logic programs, the same terminal ECU can adapt to completely different vehicle functions such as lighting control, air conditioning data acquisition, radar ranging, and window control, significantly reducing hardware development and mold costs.

[0032] Furthermore, the control layer 200 includes an on-board area controller for receiving vehicle body sensing data and environmental perception data collected by the on-board information acquisition device, and transmitting the vehicle body sensing data and perception data to the computing layer 300 via high-speed Ethernet.

[0033] like Figure 2 As shown, multiple area controllers (VIUs) (such as 1 to 4) can be deployed in the control layer 200. The specific number of area controllers can be determined as needed according to the vehicle configuration gradient. The vehicle-mounted information acquisition device may include at least one lidar and at least one camera. The specific number of lidar and camera can be limited according to the actual scenario. The environmental perception data it collects may include, but is not limited to, external environmental information such as external roads, obstacles, traffic participants, and road signs.

[0034] The vehicle-mounted area controller in the control layer 200 can connect to and control the terminal controller in the drive layer 300 via a low-speed Ethernet connection. The area controller (VIU) is responsible for the communication routing between high-speed Ethernet and low-speed Ethernet. Specifically, the control layer 200 can connect to the drive layer via low-speed Ethernet (10M) according to the bus type (one-to-many), replacing traditional communication methods such as CAN / LIN, and realizing full vehicle Ethernet connectivity.

[0035] In one embodiment of this application, the vehicle-mounted area controller is arranged in the vehicle according to a preset arrangement strategy, which includes a first arrangement strategy, a second arrangement strategy, and a third arrangement strategy. The first arrangement strategy includes arranging the vehicle-mounted area controller in the area with the highest concentration of vehicle resource demand. The second arrangement strategy includes arranging the vehicle-mounted area controller in the area with the shortest wiring harness length to the electrical equipment in the vehicle. The third arrangement strategy includes arranging the vehicle-mounted area controller in the area where the distance between it and the electrical equipment with high drive load power in the vehicle meets a preset range. The first arrangement strategy has a higher priority than the second arrangement strategy, and the second arrangement strategy has a higher priority than the third arrangement strategy.

[0036] Specifically, resources include power supply resources, sensing resources, actuation and drive resources, and network bandwidth resources; the area with the most concentrated resource demand can refer to the location within the same vehicle body section where a large number of high-power electrical components, camera / radar sensors, and vehicle body actuators are concentrated, and the demand for power supply, data acquisition, control, and network transmission is the highest.

[0037] For example, the front compartment of a vehicle integrates lidar, millimeter-wave radar, forward-facing camera, air conditioning compressor, cooling fan, steering / brake motor, and headlights. It has a large amount of sensor data, high power consumption, and dense control equipment, making it a typical resource-concentrated area where area controllers should be prioritized.

[0038] For example, placing the area controller at the geometric center of the wiring for all sensors, actuators, and electrical loads within the zone minimizes the total length of the wiring harness connecting all peripherals in that zone to the area controller. This arrangement offers several advantages: first, it shortens the copper wiring harness, reducing the overall vehicle wiring harness weight and material costs; second, the shorter wiring results in lower voltage loss and more stable power supply for high-power devices; and third, shorter signal lines reduce electromagnetic interference and signal transmission delay, allowing for more space in the overall vehicle wiring layout.

[0039] High-power drive loads refer to components with large instantaneous operating currents, such as air conditioning compressors, cooling fans, vehicle lights, charging ports, and chassis motors. Area controllers can be placed close to these high-power components; for example, the preset distance range can be selected to be less than 20cm. High-power loads have large currents, and close-range wiring can reduce cable voltage drop and heat generation, and reduce the use of high-voltage / thick wire harnesses. Area controllers can perform power distribution and overcurrent protection for high-power devices nearby, resulting in faster fault response.

[0040] In this embodiment, the vehicle-mounted area controller can be used to receive control commands sent from the computing layer to the driving layer via high-speed Ethernet. The control commands may include controller tags, and the area controller can send the control commands to the corresponding vehicle-mounted terminal controller via low-speed Ethernet according to the controller tags.

[0041] In addition, in another embodiment of this application, the vehicle area controller can also be used to generate local control commands for the vehicle based on vehicle body sensing data and environmental perception data, so as to control the actions of local devices according to the local control commands.

[0042] Specifically, this application provides two control execution modes: The first type is the centralized remote control mode: the computing layer generates unified control commands for the whole vehicle and adds a unique tag for the terminal controller, which is then sent to the area controller via high-speed Ethernet; the area controller parses the tag and accurately distributes the control commands to the matching on-board terminal controller via low-speed Ethernet to complete the device control.

[0043] The second type is the regional local autonomous control mode: the regional controller integrates the vehicle sensor data and environmental perception data collected in the region, independently calculates and generates local control commands, and directly drives the hardware devices in the region to act without relying on the computing layer to issue commands, shortening the control response delay and improving the safety redundancy of the whole vehicle control.

[0044] Each area controller can realize power supply, sensor acquisition, drive control, and local function control within its own physical area. Taking a certain vehicle model as an example, such as... Figure 3 As shown, the VIU1 area controller is deployed in the front cabin. It collects sensor information from cameras, radar, and other sensors via high-speed Ethernet and can directly calculate and generate local control commands based on the sensor information. This allows it to drive the front lights, motors, and other devices via hardwired connections, enabling simple logic local control with the fastest response.

[0045] Furthermore, the computing layer 300 includes a central computing center for receiving vehicle body sensing data and environmental perception data, and generating vehicle control commands based on the vehicle body sensing data and environmental perception data, so as to send the control commands to the corresponding vehicle area controller.

[0046] The computing layer 300 can perform functions such as intelligent cockpit, intelligent connectivity, intelligent driving, and intelligent vehicle control, achieving unified computing across the entire vehicle. For example... Figure 4 As shown, an onboard central computing center (VPC) can be deployed in the computing layer 300. The VPC can be composed of computing and control chips to form a central computing power cluster. High-performance control chips can realize control functions related to high real-time performance and high security. High-performance computing chips can realize complex functions such as large-scale data computing and multi-domain multi-sensor fusion. The chips can be a single chip or a combination of multiple chips, depending on the current chip performance and computing power. The computing layer 300 can be connected to the control layer 200 point-to-point via high-speed Ethernet (1G / 2.5G), enabling the full transmission of data from the control layer 200 to the computing layer 300, supporting control calculations in the computing layer model, and achieving decoupling between computing, control, and drive.

[0047] To clearly illustrate the computing layer 300, in one embodiment of this application, the central computing center may include: a wireless communication module for receiving network data from external vehicle devices; a computing module for calculating environmental identification data of the vehicle based on vehicle body sensing data and perception data; and parsing the network data to generate parsing results; a control module for generating control commands based on environmental identification data, parsing results, and preset security policies; and a high-speed Ethernet communication module for acquiring vehicle body sensing data and perception data from the vehicle area controller via high-speed Ethernet and transmitting control commands to the vehicle area controller. The central computing center may also include: a power management module for supplying power to the wireless communication module, computing module, control module, and high-speed Ethernet communication module.

[0048] Specifically, the high-performance control module can realize functions such as power control, body control, and safety control; the high-computing-power module can realize functions such as large-scale model deployment and infotainment. For example... Figure 4 As shown, the VPC (Vehicle Central Computing Center) is the core central hardware unit of the vehicle's electronic and electrical architecture. The entire unit adopts a heterogeneous dual-chip layout, with common basic hardware modules and external high-speed Ethernet interfaces. Each internal unit has its own independent function and works collaboratively. The complete structure is broken down as follows: Left side: Control chip (high-performance control chip) domain.

[0049] Right side: Computing chip (high-performance computing chip) domain.

[0050] Central common area: power management module, wireless communication module.

[0051] Leftmost: High-speed Ethernet interface area.

[0052] The control chip is an automotive-grade real-time processor, emphasizing hard real-time performance, high reliability, and functional safety. It carries all software modules related to vehicle driving control and may include: 1. Power Module: Responsible for closed-loop management of the vehicle's power system. For example, it can drive motor control, power battery charging and discharging management, transmission power distribution, and vehicle torque output adjustment through control commands to ensure smooth vehicle driving and overload protection of power components.

[0053] 2. Body Control Module: This module coordinates the control of all vehicle body accessories, such as the logical control of electrical equipment like doors, windows, lights, air conditioning, seats, wipers, door locks, and trunk; it receives cockpit interaction requests, verifies them, and then generates body execution commands.

[0054] 3. Functional Safety Module: The core module that provides safety for the entire vehicle, meeting automotive-grade safety requirements; real-time monitoring of the operating status of control chips and computing chips, vehicle power supply, and network communication failures; verification of the legality of control commands issued by autonomous driving; and triggering safety protection strategies such as degraded operation, emergency braking, and power cut-off in the event of system anomalies or hardware failures to prevent the risk of vehicle loss of control.

[0055] All modules operate under stringent timing requirements and have extremely low response latency; they are powered by an independent circuit from the power management module and are unaffected by crashes, overloads, or malfunctions of the right-side computing chip, ensuring that the basic vehicle control is always online.

[0056] Secondly, the computing chip domain may contain: 1. VLA (Vision-Language-Action) World Model: It is the core AI (Artificial Intelligence) algorithm unit for autonomous driving. It can receive environmental perception images / point cloud data from cameras, LiDAR, and millimeter-wave radar throughout the vehicle, complete 3D road environment reconstruction, obstacle recognition, vehicle and pedestrian trajectory prediction, intersection driving game simulation, and finally output driving intention commands such as acceleration, deceleration, steering, and avoidance, which are sent to the left control chip for verification and execution.

[0057] 2. Third-party apps: These are various in-vehicle applications, such as navigation, audio and video, travel services, and lifestyle mini-programs. They rely on general computing power to complete route planning, network requests, and interface interaction logic calculations, and only perform information display and human-computer interaction.

[0058] 3. Entertainment System: This is the central hub for in-vehicle multimedia, including audio and video decoding and playback, in-vehicle surround sound, screen output, and rear-seat audio-visual control, responsible for the overall audio-visual comfort experience of the vehicle.

[0059] Furthermore, the wireless communication module can serve as the vehicle's external wireless communication entry and exit point, enabling connections between the vehicle and external devices and the cloud. For example, a mobile phone can remotely activate the seat heating in advance. The wireless module receives the remote command, the computing module parses the remote request, and forwards it to the control module to generate control commands. The wireless communication module may specifically include: 1. Cellular 5G / 4G network: Enables vehicle-to-cloud interaction, high-precision map updates, remote vehicle control command transmission and reception, and cloud uploading of vehicle fault logs.

[0060] 2. WiFi and Bluetooth: Screen mirroring, Bluetooth calling, mobile music playback, and in-vehicle device local area network interconnection.

[0061] The leftmost high-speed Ethernet interface area can serve as the backbone network channel between the VPC and the lower-level vehicle control layer (area controller VIU), using a 1G / 2.5G high-speed Ethernet bus for bidirectional data transmission. Downlink (VPC - Lower Layer): Sends the vehicle control commands generated by the control chip to the area controllers of each body section; Uplink (lower layer—VPC): Receives two types of data aggregated and uploaded by the area controller: one is vehicle sensor data, such as vehicle speed, steering wheel angle, door locks, battery status, and other vehicle operating condition signals; the other is environmental perception data, such as raw data of the external road environment collected by cameras and radar. The aforementioned computing architecture relies on high-speed Ethernet to decouple the hardware and software of the computing layer (VPC), control layer (regional controller), and drive layer (terminal ECU). The responsibilities of each layer are clearly defined, and the vehicle wiring harness is greatly simplified and more scalable.

[0062] In summary, the overall working logic of the VPC architecture can be summarized as follows: various sensors at the bottom layer collect vehicle and environmental data, which is then uploaded to the VPC via high-speed Ethernet; the right-side computing chip analyzes road conditions and plans driving behavior based on the world model, while the entertainment and APP complete cockpit interaction, sending driving intentions and cockpit adjustment requests to the left-side control chip; the control chip combines vehicle condition data and, after verification by the functional safety module, generates safe and executable control commands, which are then distributed to all vehicle devices; the power supply and wireless module provide power and external network support throughout the process, and the dual-chip isolation architecture ensures that driving safety is not interfered with by the intelligent entertainment system from the hardware level.

[0063] According to the Ethernet-based centralized electronic and electrical system proposed in this application, the vehicle system can be divided into three layers: computing, control, and drive. The computing layer realizes centralized control and calculation of the vehicle's functions; the control layer realizes power supply, sensing, drive, local function control, and high-speed Ethernet communication routing of the domain computing layer within the vehicle's physical area; the drive layer accesses the control layer through a standardized low-speed Ethernet protocol, enabling plug-and-play functionality for the terminal controller. This solves the problems of dispersed computing power, low data transmission bandwidth, and long protocol conversion delays in traditional electrical architectures. It also effectively reduces the length and weight of the vehicle's wiring harness, thus reducing layout costs.

[0064] This application also provides a vehicle including the Ethernet-based centralized electronic and electrical system described above.

[0065] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0066] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0067] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0068] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0069] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0070] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0071] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0072] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A centralized electronic and electrical system based on Ethernet, characterized in that, include: The system comprises a computing layer, a control layer, and a driver layer. The computing layer and the control layer communicate via a high-speed Ethernet connection, while the control layer and the driver layer communicate via a low-speed Ethernet connection. The driving layer includes an on-board terminal controller, which is used to acquire vehicle body sensing data collected by vehicle target sensors and transmit the vehicle body sensing data to the control layer via the low-speed Ethernet. The control layer includes an on-board area controller, which is used to receive the vehicle body sensing data and the environmental perception data collected by the on-board information acquisition device, and transmit the vehicle body sensing data and the perception data to the computing layer through the high-speed Ethernet. The computing layer includes a central computing center, which receives the vehicle body sensing data and the environmental perception data, and generates control commands for the vehicle based on the vehicle body sensing data and the environmental perception data, so as to send the control commands to the corresponding vehicle area controller.

2. The centralized electronic and electrical system according to claim 1, characterized in that, The control commands include a controller label, and the vehicle-mounted area controller is further configured to: The system receives the control command and, based on the controller tag, sends the central control command to the corresponding vehicle terminal controller.

3. The centralized electronic and electrical system according to claim 1, characterized in that, The vehicle-mounted area controller is also used for: The vehicle generates local control commands based on the vehicle body sensor data and the environmental perception data, and controls the operation of local devices according to the local control commands.

4. The centralized electronic and electrical system according to claim 2, characterized in that, The vehicle-mounted terminal controller is also used for: The system receives the control command and controls the target equipment of the vehicle according to the control command.

5. The centralized electronic and electrical system according to claim 1, characterized in that, The central computing center includes: The wireless communication module is used to receive network data from external devices in the vehicle. The calculation module is used to calculate the environmental identification data of the vehicle based on the vehicle body sensing data and the perception data; and to parse the network data to generate the parsing result of the network data. The control module is used to generate the control commands based on the environmental identification data, the parsing results, and the preset security policy; A high-speed Ethernet communication module is used to acquire the vehicle body sensing data and the perception data from the vehicle area controller via the high-speed Ethernet, and to transmit the control commands to the vehicle area controller.

6. The centralized electronic and electrical system according to claim 4, characterized in that, The step of controlling the target device of the vehicle according to the control command includes: Based on the target device type, the control command is converted to a communication protocol to generate a communication control command corresponding to the target device type; The execution actions of the target device are controlled according to the communication control instructions.

7. The centralized electronic and electrical system according to claim 5, characterized in that, The central computing center also includes: The power management module is used to supply power to the wireless communication module, the computing module, the control module, and the high-speed Ethernet communication module.

8. The centralized electronic and electrical system according to claim 1, characterized in that, The vehicle-mounted area controller is deployed in the vehicle according to a preset deployment strategy, which includes a first deployment strategy, a second deployment strategy, and a third deployment strategy; wherein... The first deployment strategy includes deploying the vehicle-mounted area controller in the area where vehicle resource demand is most concentrated; The second layout strategy includes placing the vehicle area controller in the area with the shortest connection harness length to the electrical equipment in the vehicle; The third arrangement strategy includes placing the vehicle area controller in an area where the distance between it and the electrical equipment with high drive load power in the vehicle meets a preset range; wherein, the first arrangement strategy has a higher priority than the second arrangement strategy, and the second arrangement strategy has a higher priority than the third arrangement strategy.

9. The centralized electronic and electrical system according to claim 1, characterized in that, The vehicle-mounted information collection device includes at least one lidar and at least one camera.

10. A vehicle, characterized in that, Includes a centralized electronic and electrical system based on Ethernet as described in any one of claims 1-9.

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