A communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem

Abstract

The utility model relates to the field of automobile manufacturing, concretely relates to a kind of communication architecture system of driving assistance subsystem and man-machine interaction subsystem.The system includes the intelligent driving domain controller ADCU of deployment with auxiliary driving subsystem, the intelligent cabin domain controller CDC of deployment with man-machine interaction subsystem and the area controller ZCU / vehicle-mounted central domain controller CCU between the data transmission and communication of intelligent driving domain controller ADCU and intelligent cabin domain controller CDC;Control instruction and driving assistance data generated by intelligent driving domain controller ADCU are transmitted to area controller ZCU by Ethernet;Area controller ZCU transmits driving assistance subsystem data to intelligent cabin domain controller CDC, and intelligent cabin domain controller CDC provides user by display screen and voice system.This communication architecture system is modular and flexible, has scalability, can improve system reliability, improve development efficiency, enhance security and be easy to maintain and the like.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing, specifically to a communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem. Background Technology

[0002] With the rapid development of automotive intelligence and connectivity technologies, vehicles are deploying more and more driver assistance functions, placing higher demands on the interaction efficiency, flexible configuration, and resource utilization between different systems. In the traditional E / E architecture, automobiles employ a "signal-oriented" software architecture, where the driver assistance subsystem and the human-machine interface subsystem communicate point-to-point via buses such as LIN / CAN to set up driver assistance functions and display results. This approach has the following drawbacks: (1) High complexity and increased system complexity: As vehicle functions increase, the E / E architecture becomes more and more complex, involving multiple control units (ECUs), sensors and actuators; integration difficulty: ECUs and components from different suppliers need to be integrated together, which may encounter compatibility issues.

[0003] (2) Increased wiring harness weight: With the increase of electronic systems, the number and weight of wiring harnesses in the vehicle also increase, affecting the vehicle's fuel efficiency and performance. Complex wiring: Complex wiring not only increases the difficulty of manufacturing and maintenance, but may also lead to signal interference and malfunctions.

[0004] (3) Poor scalability: It is difficult to expand new functions: In the traditional E / E architecture, each ECU is usually dedicated, and adding new functions requires adding new ECUs or making large-scale modifications to the existing system. Low modularity: The independence between different functions is low, making it difficult to achieve modularity and standardization.

[0005] (4) High cost: Hardware cost: The need for a large number of ECUs, sensors and other electronic components increases hardware costs. Software development cost: Developing and maintaining complex software systems requires a lot of resources and time. Utility Model Content

[0006] To address the aforementioned problems, this invention proposes a communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem. This system implements SOA (Service-Oriented Architecture) for the interaction between the two subsystems, enabling flexible configuration of various driving assistance functions, reducing system complexity, accelerating transmission efficiency, and improving system response speed. The specific technical solution is as follows: A communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem is disclosed. The system includes an intelligent driving domain controller (ADCU) deploying the driving assistance subsystem, an intelligent cockpit domain controller (CDC) deploying the human-machine interaction subsystem, and a zone controller (ZCU) / vehicle central domain controller (CCU) that transmits data and communicates with the ADCU and CDC. Control commands and driving assistance data generated by the ADCU are transmitted to the ZCU via Ethernet. The ZCU transmits driving assistance subsystem data to the CDC, which provides it to the user through a display screen and a voice system.

[0007] Furthermore, the following services are deployed in the driver assistance subsystem: ACC (Adaptive Cruise Control) service: enabling the setting and display of vehicle adaptive cruise control; LCC (Lane Centering Control) service: enabling the setting and display of vehicle centering control; TSR (Traffic Sign Recognition) service: enabling the setting and display of vehicle traffic sign recognition functions; Lane Change Service: enabling the setting and display of vehicle lane change functions; NOA (Navigation Assist) service: enabling the setting and display of vehicle navigation assist functions; TLR (Traffic Light Recognition) service: enabling the setting and display of vehicle traffic light recognition functions; FCW (Forward Collision Warning) service: enabling the setting and display of vehicle collision warning functions; AEB (Automatic Emergency Braking) service: enabling the setting and display of vehicle emergency braking functions; ELK (Emergency Lane Keeping) service: enabling the setting and display of vehicle emergency lane keeping functions; LDW (Lane Departure Warning) service: enabling the setting and display of vehicle lane departure warning functions; Driver Information System Service: enabling the setting and display of driver information; BSD (Balanced Detection Scheme) service: enabling the setting and display of vehicle BSD-related functions; Lane Line and Obstacle Recognition Service: enabling the recognition of vehicle lane lines and dynamic and static obstacles.

[0008] Furthermore, the Intelligent Cockpit Domain Controller (CDC) sets up specific interfaces for the services deployed by the driver assistance subsystem. Through these specific interfaces, various functional services in the Intelligent Driving Domain Controller (ADCU) are set and received, enabling the display and setting of information for each driver assistance function.

[0009] This utility model is a driving assistance subsystem and IVI communication architecture system based on SOA, which has the following advantages: (1) Modularization and flexibility: Independent development and deployment: Each driver assistance module (such as lane keeping, automatic parking, collision warning, etc.) can be developed, tested and deployed independently, reducing development cycle and complexity. Function upgrades and expansion: New functions can be implemented by adding new service modules without requiring large-scale modifications to the existing system.

[0010] (2) Scalability: On-demand expansion: Service instances can be added or removed as needed to meet different vehicle configurations and user requirements. Smooth transition: It can quickly adapt and respond when different vehicle models and market demands change.

[0011] (3) Improve system reliability: Fault tolerance: Service modules operate independently, and the failure of one service will not cause the entire system to crash. Dynamic adjustment: Service deployment can be dynamically adjusted according to actual operating conditions to improve system reliability and availability.

[0012] (4) Improve development efficiency: Parallel development: Multiple teams can develop different service modules simultaneously, reducing development time. Modern development technologies: It is easier to adopt modern development technologies and tools such as microservice architecture, containerized deployment, and cloud-native applications, improving development efficiency and quality.

[0013] (5) Enhanced security: Isolation: Service modules are isolated, so an attack or failure in one service will not affect other services. Fine-grained security control: Independent security policies and access controls can be formulated for each service module, enhancing the overall security of the system.

[0014] (6) Easy to maintain and update: Independent maintenance: Each service module runs independently. When a module needs maintenance or updating, it will not affect the normal operation of other modules. Rapid iteration: Through continuous integration and continuous deployment (CI / CD) methods, new features and bug fixes can be launched quickly. Attached Figure Description

[0015] Figure 1 This utility model presents a schematic diagram of the communication architecture system. Detailed Implementation

[0016] 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.

[0017] like Figure 1As shown, a communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem is disclosed. This system includes an intelligent driving domain controller (ADCU) deploying the driving assistance subsystem, an intelligent cockpit domain controller (CDC) deploying the human-machine interaction subsystem, and a zone controller (ZCU) / vehicle central domain controller (CCU) that transmits data and communicates with the ADCU and CDC. Control commands and driving assistance data generated by the ADCU are transmitted to the ZCU via Ethernet. The ZCU transmits the driving assistance subsystem data to the CDC, which provides it to the user through a display screen and a voice system.

[0018] The following services are deployed in the driver assistance subsystem: ACC (Adaptive Cruise Control) service: enables the setting and display of vehicle adaptive cruise control; LCC (Lane Centering Control) service: enables the setting and display of vehicle centering control; TSR (Traffic Sign Recognition) service: enables the setting and display of vehicle traffic sign recognition functions; Lane Change Service: enables the setting and display of vehicle lane change functions; NOA (Navigation Assist) service: enables the setting and display of vehicle navigation assist functions; TLR (Traffic Light Recognition) service: enables the setting and display of vehicle traffic light recognition functions; FCW (Forward Collision Warning) service: enables the setting and display of vehicle collision warning functions; AEB (Automatic Emergency Braking) service: enables the setting and display of vehicle emergency braking functions; ELK (Emergency Lane Keeping) service: enables the setting and display of vehicle emergency lane keeping functions; LDW (Lane Departure Warning) service: enables the setting and display of vehicle lane departure warning functions; Driver Information System Service: enables the setting and display of driver information; BSD (Balanced Detection) service: enables the setting and display of vehicle BSD-related functions; Lane Line and Obstacle Recognition Service: enables the recognition of vehicle lane lines and dynamic and static obstacles.

[0019] The Intelligent Cockpit Domain Controller (CDC) sets up specific interfaces for the services deployed in the driver assistance subsystem. Through these specific interfaces, various functional services in the Intelligent Driving Domain Controller (ADCU) are set up and received, enabling the display and setting of information for each driver assistance function.

[0020] A specific communication example is as follows: The user activates the FCW function via the CDC's touchscreen or voice command. The driver assistance subsystem receives data from the environmental perception subsystem to assess collision risk. When a collision risk is detected, it is sent to the CDC via the ZCU / CCU. Upon receiving the information, the CDC displays a collision warning on the screen and provides a collision warning voice announcement.

[0021] The preferred embodiments of this patent have been described in detail above. However, this patent is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this patent.

Claims

1. A communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem, characterized in that: The system includes an Intelligent Driving Domain Controller (ADCU) with an assisted driving subsystem, an Intelligent Cockpit Domain Controller (CDC) with a human-machine interaction subsystem, and a Zone Controller (ZCU) / Vehicle Central Domain Controller (CCU) that transmits data and communicates with the ADCU and CDC. The control commands and driving assistance data generated by the Intelligent Driving Domain Controller (ADCU) are transmitted to the Zone Controller (ZCU) via Ethernet. The Zone Controller (ZCU) transmits driver assistance subsystem data to the Intelligent Cockpit Domain Controller (CDC), which provides the data to the user via a display screen and voice system.

2. The communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem according to claim 1, characterized in that: The following services are deployed in the driver assistance subsystem: ACC (Adaptive Cruise Control) service: enables the setting and display of vehicle adaptive cruise control; LCC (Lane Centering Control) service: enables the setting and display of vehicle centering control; TSR (Traffic Sign Recognition) service: enables the setting and display of vehicle traffic sign recognition functions; Lane Change Service: enables the setting and display of vehicle lane change functions; NOA (Navigation Assist) service: enables the setting and display of vehicle navigation assist functions; TLR (Traffic Light Recognition) service: enables the setting and display of vehicle traffic light recognition functions; FCW (Forward Collision Warning) service: enables the setting and display of vehicle collision warning functions; AEB (Automatic Emergency Braking) service: enables the setting and display of vehicle emergency braking functions; ELK (Emergency Lane Keeping) service: enables the setting and display of vehicle emergency lane keeping functions; LDW (Lane Departure Warning) service: enables the setting and display of vehicle lane departure warning functions; Driver Information System Service: enables the setting and display of driver information; BSD (Balanced Detection) service: enables the setting and display of vehicle BSD-related functions; Lane Line and Obstacle Recognition Service: enables the recognition of vehicle lane lines and dynamic and static obstacles.

3. The communication architecture system for a driving assistance subsystem and a human-machine interaction subsystem according to claim 2, characterized in that: The Intelligent Cockpit Domain Controller (CDC) sets up specific interfaces for the services deployed in the driver assistance subsystem. Through these specific interfaces, various functional services in the Intelligent Driving Domain Controller (ADCU) are set up and received, enabling the display and setting of information for each driver assistance function.

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