A vehicle-mounted multi-mode signal ad hoc network ring network communication system

Abstract

The utility model provides a kind of vehicle-mounted multimode signal ad hoc network ring network communication system to solve the technical problems of insufficient multimode signal fusion, poor networking flexibility and low reliability of existing communication system. The utility model includes at least three vehicle-mounted communication nodes deployed on vehicle, and adjacent vehicle-mounted communication nodes are connected in series to form a closed loop network through composite wiring harness. The utility model adopts innovative ring network design to realize bidirectional data path redundancy, and can switch transmission direction instantaneously when part of the link fails. Each vehicle-mounted communication node is configured with a core control unit and a multimode communication interface unit, and through the multi-protocol fusion communication interface unit, Ethernet, CAN and LIN signals can be efficiently transmitted on a single composite wiring harness. The utility model greatly simplifies the complexity of wiring harness wiring, effectively reduces the cost of vehicle cable, significantly shortens the fault recovery time and improves the reliability of the system.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle communication, specifically to a ring network communication system that supports multi-mode signal fusion transmission, has self-organizing network capability and fault self-healing function, and is suitable for real-time redundant communication scenarios of intelligent connected vehicles. Background Technology

[0002] As the automotive industry moves towards intelligence and connectivity, in-vehicle communication systems, as the core carrier for vehicle information interaction and control execution, are facing increasingly complex functional requirements and technological challenges. Currently, the in-vehicle communication systems of modern intelligent vehicles need to simultaneously carry signals of different modalities, such as control commands, multimedia data, and sensor information.

[0003] However, existing vehicle communication systems exhibit significant shortcomings in addressing these requirements: First, at the hardware deployment level, differences in the physical and link layer standards of various communication protocols lead to different functional modules typically relying on independent wiring harnesses for data transmission, resulting in complex and costly vehicle wiring. Second, traditional vehicle communication networks often employ bus or star topologies, which lack effective redundancy mechanisms. When a single point of failure occurs, the fault signal easily propagates throughout the network, resulting in prolonged system recovery time. Third, at the signal processing and fusion level, the transmission and processing of multi-mode signals remain relatively independent, lacking effective fusion solutions. This not only leads to low information processing efficiency but also hinders the overall performance improvement of vehicle communication systems. These shortcomings limit the further development of vehicle intelligence.

[0004] Utility model patent application number 202321225263.3 discloses a self-organizing network vehicle-mounted communication system, including: a command terminal, a satellite communication unit, and a 4G base station. The command terminal is connected to the satellite communication unit via a satellite link. The command terminal is also connected to the 4G base station via a public network link. Both the 4G base station and the satellite communication unit are connected to self-organizing network vehicle-mounted mobile communication devices. The self-organizing network vehicle-mounted mobile communication devices are connected to drones via a mesh self-organizing network. The self-organizing network vehicle-mounted mobile communication devices are also connected to self-organizing network fixed base stations via a mesh self-organizing network. Both the self-organizing network fixed base stations and drones are connected to handheld and backpack-mounted mobile communication devices via a mesh self-organizing network. The aforementioned patent constructs a vehicle-mounted MESH self-organizing network wireless transmission system by combining a command terminal, satellite communication unit, 4G base station, self-organizing network vehicle-mounted mobile communication device, drone, self-organizing network fixed base station, handheld soldier, and backpack soldier. This system utilizes MESH self-organizing network technology, enabling the establishment of multiple routes between vehicles to form a communication network with wide coverage and high resilience and reliability. However, the aforementioned patent cannot achieve multi-mode signal fusion. Utility Model Content

[0005] To address the technical problems of insufficient multi-mode signal fusion, poor networking flexibility, and low reliability in existing systems, this utility model proposes an in-vehicle multi-mode signal self-organizing ring network communication system. Multiple in-vehicle communication nodes are connected in series through a single composite wire harness to form a closed-loop network, achieving effective fusion of multi-mode signals, and offering flexible networking and high reliability.

[0006] To achieve the above objectives, the technical solution of this utility model is as follows: a vehicle-mounted multi-mode signal self-organizing network ring network communication system, characterized in that it includes at least three vehicle-mounted communication nodes deployed on the vehicle, and adjacent vehicle-mounted communication nodes are connected in series through composite wiring harnesses to form a closed-loop network.

[0007] Preferably, the vehicle communication nodes are distributed along the key functional areas of the vehicle: respectively deployed in the powertrain area, the smart cockpit area, and the chassis control area.

[0008] Preferably, the composite wire harness adopts a multi-layer shielding structure design and contains independent twisted pairs inside.

[0009] Preferably, the number of vehicle communication nodes is four, including node A, node B, node C and node D. Node A is located in the powertrain area, node B is located in the smart cockpit area, node C is located in the chassis control area, and node D is located in the body control area. Nodes A, B, C and D are all connected in series through composite wiring harness 20 to form a closed-loop network of node A→node B→node C→node D→node A.

[0010] Preferably, the normal clockwise path A→B→C→D→A is the primary data transmission path, responsible for all communication under normal conditions; the counterclockwise backup path A→D→C→B→A is activated when the primary data transmission path A→B→C→D→A fails.

[0011] Preferably, each vehicle-mounted communication node includes an MCU unit and a communication interface unit, and the MCU unit is connected to the composite bus through the communication interface unit.

[0012] Preferably, the MCU unit runs an embedded real-time operating system and schedules the existing state machine control program; the communication interface unit is a multi-protocol gateway chip that integrates the logic core of an Ethernet switch chip, one or more CAN controllers, and a LIN controller.

[0013] Preferably, the communication interface unit includes an Ethernet module, a CAN module, and a LIN module, which are connected in parallel. The Ethernet module, CAN module, and LIN module are all connected to the MCU unit, and the Ethernet module, CAN module, and LIN module are all connected to the composite wire harness.

[0014] Preferably, the MCU unit is connected to the power management unit, which is a multi-output power management chip. The power management chip integrates a linear regulator and a switching regulator. The enable pin and watchdog timer of the power management chip work together with the instruction signals issued by the MCU unit to realize the low-power sleep wake-up function.

[0015] Preferably, the MCU unit includes a TSN time synchronization circuit, a path optimization engine, and a link fault detection circuit, all of which are connected to the MCU unit. The MCU unit directly configures and reads the registers of the path optimization engine through the internal storage bus, thereby driving its operation; the MCU unit is connected to the TSN time synchronization circuit through a serial interface, and the MCU unit is connected to the output of the fault detection circuit through the GPIO interrupt pin; The path optimization engine performs logical calculations for path scoring using digital logic circuits implemented in a hardware description language, and contains parallel computing units. The link fault detection circuit is a timeout timer programmed and configured by the MCU unit, which determines the link status by monitoring the time interval between data packet transmission and acknowledgment signal.

[0016] The beneficial effects of this utility model are: This invention employs an innovative ring network design to achieve bidirectional data path redundancy, allowing for instantaneous switching of transmission direction in the event of partial link failure. At the hardware architecture level, each vehicle communication node is equipped with a core control unit and a multi-mode communication interface unit, enabling efficient transmission of Ethernet, CAN, and LIN signals on a single wire harness through a multi-protocol fusion communication interface unit. At the control logic level, this invention achieves autonomous management of the entire network lifecycle by sequentially performing dynamic networking, fault self-healing, and topology optimization.

[0017] This invention significantly simplifies the complexity of wiring harnesses and effectively reduces the overall vehicle cabling cost; it also significantly shortens fault recovery time and improves system reliability; and it supports dynamic path optimization, which can continuously ensure network transmission efficiency. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, 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 utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a ring network topology according to an embodiment of the present invention, where X represents a faulty link.

[0020] Figure 2 This is a structural block diagram of the vehicle-mounted communication node of this utility model.

[0021] Figure 3 This is a state flowchart of the present invention during operation.

[0022] Among them, 10 is the vehicle communication node, 20 is the composite wiring harness, 21 is the fault link, 11 is the MCU unit, 12 is the power management unit, 13 is the communication interface unit, 131 is the Ethernet module, 132 is the CAN module, 133 is the LIN module, 14 is the TSN synchronization circuit, 15 is the path optimization engine, and 16 is the fault detection circuit. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0024] In this context, "single composite wiring harness" is uniformly referred to as "composite wiring harness", and "main vehicle communication node" is uniformly preset to the node deployed in the vehicle powertrain area (node ​​A, ID=001).

[0025] Example 1 A vehicle-mounted multi-mode signal self-organizing ring network communication system includes at least three vehicle-mounted communication nodes 10 deployed on the vehicle. Adjacent vehicle-mounted communication nodes 10 are connected in series via composite wiring harnesses 20 to form a closed-loop network. The composite wiring harnesses 20 are connected in series using a unified interface, which greatly simplifies the complexity of the overall vehicle wiring harness layout and reduces cable costs and weight. The formed closed-loop network provides a bidirectional redundant data transmission path and is the basic physical architecture for the system to achieve fault self-healing capability.

[0026] The vehicle communication nodes 10 are distributed along the key functional areas of the vehicle: deployed in the powertrain area, the smart cockpit area, and the chassis control area. In actual implementation, the number of vehicle communication nodes 10 can be flexibly configured according to the vehicle model requirements.

[0027] The composite wire harness 20 adopts a multi-layer shielding structure design and contains independent twisted pairs, which can simultaneously carry high-speed Ethernet signals and low-latency control signals.

[0028] Example 2 like Figure 1 As shown, an in-vehicle multi-mode signal self-organizing network ring network communication system is described. In this embodiment, four in-vehicle communication nodes 10 are deployed, which are connected in series via a composite wiring harness 20 to form a closed-loop structure. The four in-vehicle communication nodes 10 include nodes A, B, C, and D. Node A is located in the powertrain area, node B in the smart cockpit area, node C in the chassis control area, and node D in the body control area. The four nodes are connected in series via the composite wiring harness 20 to form a closed-loop network of "node A → node B → node C → node D → node A". The normal clockwise path (A → B → C → D → A) is the main data transmission path of the system, responsible for all communication under normal conditions. The counterclockwise backup path (A → D → C → B → A) is activated when the main path fails to ensure uninterrupted communication and is key to achieving fault self-healing. The fault link 21 is located between nodes B and C and is used to simulate and verify the system's self-healing capability. Node A is the master vehicle communication node, responsible for system initialization, network management, path decision-making and status summary. Its MCU unit carries core control logic (such as master state machine, global routing table management, etc.) that other slave nodes do not have.

[0029] like Figure 2As shown, each vehicle communication node 10 includes an MCU unit 11 and a communication interface unit 13. The MCU unit 11 is connected to the composite bus 20 through the communication interface unit 13. The MCU unit 11 is the control core of the system, running an embedded real-time operating system and scheduling the existing state machine control program. The MCU unit 11 can be a multi-core high-performance automotive-grade microcontroller such as the NXP S32K series (e.g., S32K148) or the Infineon AURIX™ series (e.g., TC297TP). The core of the communication interface unit 13 is a multi-protocol gateway chip (e.g., Microchip LAN9668), which integrates an Ethernet switch (supporting TSN), one or more CAN controllers, and LIN controller logic cores. The communication interface unit 13 includes an Ethernet module 131, a CAN module 132, and a LIN module 133. The Ethernet module 131, CAN module 132, and LIN module 133 respectively refer to the internal functional modules and external physical layer transceiver (PHY) circuits corresponding to the gateway chip. For example, the CAN module 132 uses an NXP TJA1145T / FD as the CAN PHY, and the LIN module 133 uses a TI TLIN1029-Q1 as the LIN PHY. The fused transmission of multimode signals is jointly implemented by the hardware switching structure of the gateway chip and the gateway protocol conversion software running on the MCU unit 11.

[0030] The communication interface unit 13 integrates an Ethernet module 131, a CAN module 132, and a LIN module 133, which are connected in parallel. All three modules are connected to the MCU unit 11 and to the composite wiring harness 20 to enable parallel processing of three signals. The Ethernet module 131 can use automotive-grade Ethernet switch chips such as the Marvell 88Q5050; the CAN module 132 can use CAN FD transceiver chips such as the NXP TJA1145T / FD; and the LIN module 133 can use LIN transceiver chips such as the TI TLIN1029-Q1.

[0031] The MCU unit 11 is connected to the power management unit 12. The power management unit 12 receives the input voltage from the vehicle battery, converts it into the operating voltage required by the system through a multi-stage voltage regulation circuit, and has a low-power sleep / wake-up function. The power management unit 12 can be an automotive-grade multi-output power management chip (PMIC) such as the Infineon TLE926x series or ST L9369. It integrates a linear regulator (LDO) and a switching regulator. The low-power sleep / wake-up function is implemented through the enable pin and watchdog timer of the PMIC in conjunction with the instruction signals issued by the MCU.

[0032] The MCU unit 11 contains a TSN time synchronization circuit 14, a path optimization engine 15, and a link fault detection circuit 16, all of which are connected to the MCU unit 11. The MCU unit 11 directly configures and reads the registers of the path optimization engine 15 via its internal memory bus, thereby driving its operation. The MCU unit 11 connects to the TSN time synchronization circuit 14 via a serial interface such as SPI or I2C to configure the precision clock and read its synchronization status, ensuring time synchronization accuracy among all network nodes. The MCU unit 11 connects to the output of the fault detection circuit 16 via a GPIO interrupt pin to respond to fault signals in real time.

[0033] The TSN time synchronization circuit 14 mainly refers to the Ethernet switch chip (such as Microchip LAN9668) integrated in the communication interface unit 13 of each vehicle communication node 10. This chip supports the IEEE 802.1AS (gPTP) protocol. The Ethernet switches of each node exchange Precision Time Protocol (PTP) messages through the composite wire harness 20, and in conjunction with a high-precision temperature-compensated crystal oscillator (TCXO), generate and maintain a unified time base for the entire network at the network layer. The MCU unit 11 configures the Ethernet switches and obtains the synchronization status through interfaces such as SPI. The function of the path optimization engine 15 is implemented by the routing management algorithm software running on the MCU unit 11. It periodically collects the signal strength and communication load data of each link, and calculates the optimal path based on a preset scoring strategy (e.g., comprehensive score = (signal strength + 100) × (1 - communication load / 100)). To improve processing efficiency, the MCU unit 11 can call its internal hardware floating-point unit (FPU) or digital signal processing (DSP) instruction set to accelerate the calculation process. The link fault detection circuit 16 determines faults based on the timeout of the heartbeat packet / acknowledgment signal (ACK) at the data link layer or application layer. Its core is a timeout timer that can be programmed and configured by the MCU (such as a programmable logic device CPLD like Altera MAX 10 or a timer peripheral inside the MCU). It determines the link status by monitoring the time interval between the transmission of data packets and the acknowledgment (ACK) signal.

[0034] The modules in the vehicle communication node 10 are interconnected through a high-speed internal bus, which generally achieves low-latency and high-bandwidth internal data exchange, ensuring the real-time performance of signal processing and control.

[0035] Figure 3 This is a state flowchart of the present invention during operation. The process of the present invention includes a dynamic networking stage (node ​​wake-up initialization → topology detection information interaction → link evaluation and ring network establishment), a fault self-healing stage (link fault detection and confirmation → transmission path switching → fault link isolation), and a topology optimization stage (fault link recovery monitoring → link quality evaluation → dynamic route switching). Each stage is triggered and executed through the cooperation of hardware modules.

[0036] Through the configuration and integration of the above modules, the vehicle-mounted multi-mode signal self-organizing ring network communication system can provide the following functions: Dynamic networking phase: When the vehicle starts, node wake-up initialization is achieved by the power management unit 12 receiving the ignition signal or the wake-up pulse sent by the master node, powering on each module and releasing the reset signal. The MCU unit 11 of node A controls its communication interface unit 13 to broadcast the networking request, receive the status information fed back by adjacent nodes, namely node B and node D, and establish a clockwise closed-loop network connection; Fault self-healing phase: The link fault detection circuit 16 detects link faults by continuously monitoring the preset periodic heartbeat packets or data packet acknowledgment (ACK) signals on the physical link. If no ACK is received within the timeout threshold, an interrupt is triggered. When a link fails, the MCU unit 11 of the faulty node controls its communication interface unit 13 to switch data transmission to a counter-clockwise path and broadcasts the fault information to the entire network. Fault link isolation is achieved by updating the local routing table (stored in the protocol processing ASIC or MCU memory) of all network nodes, changing the next hop of the faulty link to a node on the backup path.

[0037] Topology optimization phase: The path optimization engine 15 periodically monitors the recovery status of the faulty link, sends probe data packets to the original faulty link, calculates the round-trip time (RTT) based on the returned TSN timestamp, and evaluates the link quality by calculating the packet loss rate based on the data packet sequence number. If the transmission quality requirements are met, the MCU unit 11 executes the routing decision and sends a route update command to the entire network through the communication interface unit 13, controlling each node to switch back to the optimal path.

[0038] The communication interface unit 13 uses time-division multiplexing technology to achieve the integrated transmission of Ethernet, CAN, and LIN signals on the composite wire harness 20. The link fault detection circuit 16 determines the fault based on the confirmation signal timeout (default timeout threshold 100ms), providing hardware support for the fault self-healing mechanism.

[0039] like Figure 3 As shown, the full lifecycle workflow of this utility model is as follows: establishing an initial ring network in the dynamic networking stage; achieving rapid path switching in the fault self-healing stage; and continuously improving network performance in the topology optimization stage.

[0040] When the vehicle ignition switch is turned on, the workflow for achieving dynamic networking is as follows: ① Node Wake-up and Initialization: The power management unit 12 of node A sends a wake-up pulse sequence (pulse frequency 1kHz, duty cycle 50%, duration 100ms) to activate all network nodes, including nodes B, C, and D, through the composite wiring harness 20. After each node completes its hardware self-test (MCU unit 11 detects the pin levels of each module, and communication interface unit 13 detects the working status of the PHY chip), the protocol processing ASIC chip of communication interface unit 13 initializes the Ethernet, CAN, and LIN protocol parsing logic (hardware integrated logic, no independent program).

[0041] ② Topology Detection and Information Interaction: Node A's MCU unit 11 controls the CAN module 132 of the communication interface unit 13 to broadcast a network request frame containing the master node ID (001). After receiving the request, the CAN modules 132 of adjacent nodes B and D process the ASIC chip to parse the request data, triggering their own MCU unit 11 to control the LIN module 133 to feed back status information, including the node's own ID, signal strength (e.g., -70dBm), current communication load (e.g., 30%), and hardware status code (0x00 indicates normal). Node B broadcasts the network request to node C, and node C feeds back status information to node D. Finally, the status information of all nodes is aggregated to the master node A through the composite harness 20. This process realizes the automatic discovery of the entire network topology, providing a data foundation for the master node to perform centralized link evaluation and routing decisions.

[0042] ③ Link Evaluation and Ring Network Establishment: The MCU unit 11 of node A sends the signal strength and communication load data fed back by each node to the path optimization engine 15; the path scoring dedicated logic circuit of the path optimization engine 15 calculates the comprehensive value of each link based on the formula "(signal strength + 100) × (1 - communication load / 100)", and selects the link with the highest comprehensive value to establish a connection; each node completes the hardware handshake by sending an acknowledgment frame (ACK) through the communication interface unit 13, and constructs a clockwise data transmission ring network A→B→C→D→A. The protocol processing ASIC chip stores the initial routing table (recording the next-hop node ID). The path scoring dedicated logic circuit is a dedicated digital logic circuit implemented using a hardware description language (such as Verilog), which contains a parallel computing unit for high-speed execution of a fixed path scoring algorithm.

[0043] During vehicle operation, the link status is continuously monitored, and when a fault occurs, self-healing is achieved by following these steps: 1) Fault Detection and Confirmation: When the source node sends a data frame through its communication interface unit 13 but does not receive an acknowledgment signal (ACK) returned by the next node through the composite harness 20, the source node's MCU unit 11 initiates a retransmission mechanism. If three consecutive retransmissions fail, the physical link is determined to be interrupted.

[0044] 2) Path switching and information synchronization: The MCU unit 11 of the source node immediately modifies its local routing table and controls the data exchange switch of the communication interface unit 13 to switch the forwarding direction of subsequent data streams to a counter-clockwise path. At the same time, it broadcasts the faulty link ID, fault type code, and temporary path scheme to the entire network through the Ethernet module 131.

[0045] 3) Fault isolation handling: After receiving the broadcast, the adjacent vehicle communication node MCU unit 11 parses the broadcast information and updates the local routing table (stored in the on-chip Flash or the configuration register of the protocol processing ASIC), automatically avoiding the faulty link and ensuring that the data transmission is uninterrupted.

[0046] After the fault is resolved, the vehicle-mounted multi-mode signal self-organizing ring network communication system enters a network optimization cycle, which includes the following steps: Ⅰ. Link recovery monitoring: The path optimization engine 15 of nodes B and C of the faulty link 21 generates probe data packets (containing TSN timestamp and data packet sequence number) at a fixed period of 1 second, and sends them to the original faulty link (BC) through the communication interface unit 13; the link round-trip delay is calculated based on the timestamp of the data packet, and the data packet loss rate is calculated based on the sequence number.

[0047] II. Quality Assessment and Decision-Making: When the results of five consecutive probes meet the preset transmission quality standard of "round-trip delay ≤ 10ms and packet loss rate ≤ 1%", the path optimization engine 15 generates a path score report (comprehensive value ≥ 90 points) and submits it to the MCU unit 11; Nodes B and C interact with the path score report through the Ethernet module 131 of the communication interface unit 13 to confirm that the original faulty link, i.e., node BC, has been restored to an available state.

[0048] III. Dynamic Route Switching: Node B's MCU unit 11 makes a decision based on the path score report, determining that the comprehensive score of the original faulty link (BC) is better than the current counterclockwise path, and sends a route update command to the entire network; after receiving the command, the protocol processing ASIC chip of each node updates the local routing table, and gradually switches the data flow back to the optimal clockwise transmission path A→B→C→D→A, restoring the network to its most efficient operating state.

[0049] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A vehicular multi-mode signal ad hoc ring network communication system, characterized by, It includes at least three vehicle communication nodes (10) deployed on the vehicle, and adjacent vehicle communication nodes (10) are connected in series to form a closed loop network through composite wiring harness (20).

2. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to claim 1, characterized in that, The vehicle communication nodes (10) are distributed along the key functional areas of the vehicle: respectively deployed in the powertrain area, the smart cockpit area and the chassis control area.

3. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to claim 1, characterized in that, The composite wire harness (20) adopts a multi-layer shielding structure design and contains independent twisted pairs inside.

4. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to any one of claims 1-3, characterized in that, The number of vehicle communication nodes (10) is set to 4, including node A, node B, node C and node D. Node A is set in the powertrain area, node B is set in the smart cockpit area, node C is set in the chassis control area and node D is set in the body control area. Node A, node B, node C and node D are connected in series through composite wiring harness (20) to form a closed loop network of node A→node B→node C→node D→node A.

5. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to claim 4, characterized in that, The normal clockwise path A→B→C→D→A is the primary data transmission path, responsible for all communication under normal conditions; the counterclockwise backup path A→D→C→B→A is activated when the primary data transmission path A→B→C→D→A fails.

6. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to any one of claims 1-3 and 5, characterized in that, Each vehicle communication node (10) includes an MCU unit (11) and a communication interface unit (13). The MCU unit (11) is connected to the composite wiring harness (20) through the communication interface unit (13).

7. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to claim 6, characterized in that, The MCU unit (11) runs an embedded real-time operating system and schedules the existing state machine control program; the communication interface unit (13) is a multi-protocol gateway chip that integrates the logic kernel of an Ethernet switch chip, one or more CAN controllers and LIN controllers.

8. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to claim 7, characterized in that, The communication interface unit (13) includes an Ethernet module (131), a CAN module (132), and a LIN module (133). The Ethernet module (131), CAN module (132), and LIN module (133) are connected in parallel. The Ethernet module (131), CAN module (132), and LIN module (133) are all connected to the MCU unit (11). The Ethernet module (131), CAN module (132), and LIN module (133) are all connected to the composite wire harness (20).

9. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to claim 7 or 8, characterized in that, The MCU unit (11) is connected to the power management unit (12). The power management unit (12) is a multi-output power management chip. The power management chip integrates a linear regulator and a switching regulator. The enable pin and watchdog timer of the power management chip work together with the instruction signal issued by the MCU unit (11) to realize the low-power sleep wake-up function.

10. The vehicle-mounted multi-mode signal self-organizing ring network communication system according to claim 9, characterized in that, The MCU unit (11) is equipped with a TSN time synchronization circuit (14), a path optimization engine (15) and a link fault detection circuit (16), all of which are connected to the MCU unit (11). The MCU unit (11) directly configures and reads the registers of the path optimization engine (15) through the internal storage bus, thereby driving its operation; the MCU unit (11) is connected to the TSN time synchronization circuit (14) through the serial interface, and the MCU unit (11) is connected to the output of the fault detection circuit (16) through the GPIO interrupt pin; The path optimization engine (15) performs logical calculations for path scoring using digital logic circuits implemented in a hardware description language. The path optimization engine (15) contains a parallel computing unit. The link fault detection circuit (16) is a timeout timer programmed and configured by the MCU unit (11) to determine the link status by monitoring the time interval between data packet transmission and acknowledgment signal.

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