CN216002486U

CN216002486U - ADAS domain controller and automobile

Info

Publication number: CN216002486U
Application number: CN202122749386.4U
Authority: CN
Inventors: 杨荣广; 李远枫
Original assignee: Datang Gaohong Zhilian Technology Chongqing Co ltd
Current assignee: CICTCI Technology Co Ltd
Priority date: 2021-11-10
Filing date: 2021-11-10
Publication date: 2022-03-11
Anticipated expiration: 2031-11-10

Abstract

The application discloses ADAS domain controller and car relates to the autopilot technical field, and this ADAS domain controller is applied to the car, and this ADAS domain controller includes: the system comprises a microcontroller unit (MCU) and a cellular Internet of vehicles C-V2X module which is in communication connection with the MCU; the C-V2X module is communicated with other equipment with V2X functions and sends V2X information to the MCU, and the MCU sends an execution instruction to an execution unit of the automobile. The scheme of the application realizes that the C-V2X is integrated in the ADAS domain controller, reduces connecting pieces between the existing C-V2X module and the traditional ADAS domain controller, avoids the problem of unreliable information transmission caused by abnormal connecting pieces, and realizes the process that the C-V2X directly participates in vehicle control.

Description

ADAS domain controller and automobile

Technical Field

The application relates to the technical field of automatic driving, in particular to an ADAS domain controller and an automobile.

Background

In the current automobile with the function of Cellular-Vehicle to evolution (C-V2X), the C-V2X module is a discrete module, and needs to be connected to a domain Controller through an ethernet, an external interface (port) such as a Controller Area Network (CAN) and the like through a cable and a connector, and the intermediate parts such as the cable and the connector for connection CAN influence the reliability of information transmission due to the fact that the connection quality problem, aging factors, overlong cable length and other factors cause signal attenuation, vibration and other factors cause loosening of a plugging part in the driving process of the automobile and the like in the use process; in addition, in the aspect of driving safety, the vehicle early warning application is provided based on the C-V2X technology, traffic light information, pedestrian information, road information, intersection dynamic information and the like in the coverage area of the vehicle early warning application are broadcasted and received, the information is provided for a driver, whether the driver makes a response or not and how to make a response are judged by the driver, and the C-V2X does not directly participate in controlling the vehicle.

SUMMERY OF THE UTILITY MODEL

The application aims to provide an ADAS domain controller and an automobile, so that the problems that in the prior art, the reliability of information transmission is poor and C-V2X does not directly participate in vehicle control are solved.

In a first aspect, an embodiment of the present application provides an ADAS domain controller, which is applied to an automobile, and includes: the system comprises a microcontroller unit (MCU) and a cellular Internet of vehicles C-V2X module which is in communication connection with the MCU;

the C-V2X module is communicated with other equipment with V2X functions and sends V2X information to the MCU, and the MCU sends an execution instruction to an execution unit of the automobile.

Optionally, the MCU is connected to the C-V2X module through any one of the following communication interfaces:

a serial peripheral interface SPI;

a Universal Serial Bus (USB) interface.

Optionally, the MCU and the C-V2X module are also communicatively connected through an ethernet interface and an ethernet switching unit when communicatively connected through the SPI.

Optionally, the ethernet interface includes any one of:

a reduced gigabit media independent interface RGMII;

serial gigabit media independent interface SGMII.

Optionally, the ADAS domain controller further comprises a hardware security module HSM communicatively connected to the C-V2X module;

the HSM performs any one of the following safety operations on the data sent by the C-V2X module:

signing and encrypting;

and (6) verifying and decrypting the label.

Optionally, the C-V2X module is connected to the HSM via SPI.

Optionally, the ADAS domain controller further comprises at least one of:

a controller area network CAN bus interface;

a local area interconnect network (LIN) bus interface;

gigabit ethernet interfaces;

a hundred mega Ethernet interface;

the camera module and the image processing module;

a fourth generation mobile communication technology 4G module;

and a fifth generation mobile communication technology 5G module.

In a second aspect, an embodiment of the present application further provides an automobile, which is characterized by comprising the ADAS domain controller according to the first aspect, wherein the ADAS domain controller is communicatively connected to an execution unit of the automobile.

The above technical scheme of this application has following beneficial effect at least:

the ADAS domain controller of the embodiment of the application comprises: the system comprises a microcontroller unit (MCU) and a cellular Internet of vehicles C-V2X module which is in communication connection with the MCU; the C-V2X module is communicated with other equipment with V2X functions and sends V2X information to the MCU, and the MCU sends an execution instruction to an execution unit of the automobile. The scheme of the application realizes that the C-V2X is integrated in the ADAS domain controller, reduces connecting pieces between the existing C-V2X module and the traditional ADAS domain controller, avoids the problem of unreliable information transmission caused by abnormal connecting pieces, and realizes the process that the C-V2X directly participates in vehicle control.

Drawings

Fig. 1 is a schematic structural diagram of an ADAS domain controller according to an embodiment of the present application;

fig. 2 is a second schematic structural diagram of an ADAS domain controller according to the embodiment of the present application;

FIG. 3 is a schematic flow chart of the ADAS domain controller controlling the guiding of vehicle green wave speed according to the embodiment of the present application;

fig. 4 is a schematic flow chart of the ADAS domain controller according to the embodiment of the present application, which is used for controlling the start and stop of the vehicle according to the traffic light.

Detailed Description

To make the technical problems, technical solutions and advantages to be solved by the present application clearer, the following detailed description is made with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided only to help the embodiments of the present application be fully understood. Accordingly, it will be apparent to those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present application. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.

It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present application. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

In various embodiments of the present application, it should be understood that the sequence numbers of the following processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

In the embodiments provided herein, it should be understood that "B corresponding to a" means that B is associated with a from which B can be determined. It should also be understood that determining B from a does not mean determining B from a alone, but may be determined from a and/or other information.

Before the embodiments of the present application are explained, the related art is explained as follows:

the C-V2X is a Vehicle wireless communication technology (V2X) technology formed based on Cellular communication evolution, can provide a Uu interface (Cellular communication interface) and a PC5 interface (direct connection communication interface), and operates in 5.9GHz unified spectrum of an Intelligent Transportation System (ITS) for security applications. With the development of the C-V2X technology, more and more comprehensive traffic information can be collected, and Road Side equipment (RSU) collects and broadcasts traffic light information, pedestrian information, Road information, intersection dynamic information and the like in the coverage area of the RSU in real time.

The Advanced Driving Assistance System (ADAS) domain controller and the automobile according to the embodiment of the present invention are described in detail below with reference to specific examples:

fig. 1 is a schematic structural diagram of an ADAS domain controller according to an embodiment of the present application, where the ADAS domain controller is applied to an automobile, and the ADAS domain controller includes: a Microcontroller Unit (MCU) and a cellular internet of vehicles C-V2X module in communication connection with the MCU;

Here, the device having the V2X function may be an automobile having the V2X function, a smart terminal, an RSU, a cloud platform, or the like, but is not limited thereto.

That is, the C-V2X module can communicate with other devices having V2X function to obtain information transmitted by the devices having V2X function, such as vehicle speed transmitted by the vehicle having V2X function, pedestrian information, traffic signal information, road information, intersection dynamic information, etc. in its coverage area transmitted by RSU broadcast, so as to implement calculation and application based on the information, and transmit the V2X information containing the calculation result to the MCU, so that the MCU transmits control command to the execution part of the vehicle, thereby implementing control of the vehicle. Of course, the C-V2X module can also send information sensed by itself to other devices.

As an optional implementation manner, the MCU is connected to the C-V2X module through any one of the following communication interfaces:

serial Peripheral Interface (SPI);

a Universal Serial Bus (USB) interface.

That is, the C-V2X module may be interconnected with the MCU through the SPI or USB interface, where the SPI or USB interface functions therein as: during the startup, restart or dormancy wakeup process of the system, Chip initialization configuration work is carried out through the interface, and micro electronic devices (ICs) at two ends of a bus are realized, namely (MCU and C-V2X) communication interconnection is established; and in the normal working process of the system, information interaction is realized.

Here, it should be noted that the SPI and the USB interface have advantages and disadvantages, respectively, the SPI bus has advantages and disadvantages of being capable of implementing a communication method that meets the functional safety standard, and has disadvantages of a low communication rate, a maximum information transmission rate of 26MB/s, and being incapable of meeting a scene requirement that requires high data throughput. The data transmission rate of the USB bus is higher than that of the SPI, but the USB communication method does not meet the functional safety standard. Therefore, the bus connection mode can be selected according to the actual evaluation data; in a scenario where the data throughput requirement is not large but the functional safety requirement needs to be met, the SPI communication interface is a better choice; in scenarios where data throughput is relatively high but functional security requirements need not be met, the USB communication interface is the preferred choice.

Further, as an optional implementation manner, as shown in fig. 2, when the MCU and the C-V2X module are communicatively connected through the SPI, the MCU is also communicatively connected to an ethernet switching unit through an ethernet interface.

Here, it should be noted that, considering the bandwidth limitation of the SPI and the functional safety problem of the USB, a second scheme is proposed, which can simultaneously have a high transmission bandwidth and meet the functional safety requirement; on one hand, the MCU and the C-V2X module are interconnected through the SPI, and chip initialization configuration work is carried out through the interface in the process of system startup, restart or dormancy awakening, and communication interconnection of ICs at two ends of a bus is realized; on the other hand, the MCU and the C-V2X module are respectively connected with the Ethernet switching unit through the Ethernet interface, so that the information security interaction with high data throughput is realized.

As a specific implementation manner, the ethernet interface includes any one of the following:

reduced Gigabit Media Independent Interface (RGMII);

serial Gigabit Media Independent Interface (SGMII).

Further, as an optional implementation manner, the ADAS domain controller further includes a Hardware Security Module (HSM) communicatively connected to the C-V2X Module;

signing and encrypting;

and (6) verifying and decrypting the label.

Here, it should be noted that the HSM is a hardware device for protecting and managing keys used by the strong authentication system and simultaneously providing related cryptographic operations. Due to the characteristic of openness of the Uu port of the C-V2X module and the PC5 wireless interface, the V2X Internet of vehicles system faces security risks such as a pseudo base station, signaling interception, signaling tampering/replaying and the like, and by adding the HSM, the information transmitted by the C-V2X module can be subjected to security operations such as signature, signature verification, encryption and decryption and the like, so that the information is prevented from being intercepted, forged, tampered, replayed and the like during transmission, the legality and the security of the information are ensured, and wrong instructions are prevented from being executed by vehicles.

As a specific implementation, the C-V2X module is connected to the HSM through SPI.

Here, the process of the C-V2X module and the HSM working together will be explained:

the C-V2X module acquires data information from vehicles, pedestrians, road facilities, traffic servers and the like based on Vehicle-to-Vehicle communication (V2V), Vehicle-to-Infrastructure communication (V2I), Vehicle-to-person communication (V2P), Vehicle-to-Network communication (V2N) and the like, transmits the data information to the hardware encryption module through the SPI bus, requests the HSM to sign and verify and decrypt the data information, and sends the signature and decryption result back to the C-V2X module through the SPI bus; therefore, the information is not intercepted, forged, tampered and the like, the safety of the data information is realized, and finally, the C-V2X module processes the safe and effective data information and provides the processed data information to the MCU on the ADAS domain controller through the SPI, the USB or the Ethernet interface. The MCU sends the received V2X information to an execution unit corresponding to the vehicle to control the vehicle to execute instructions, so that the C-V2X module has vehicle control capability, the intelligent defect of a single vehicle is overcome, and the control of the C-V2X module on the vehicle in the automatic driving process of the vehicle is realized.

In addition, the C-V2X module can also transmit the self state and legally obtained information such as pedestrian information, barrier information, road intersection dynamic state and the like to the HSM through the SPI bus, request the HSM to carry out signature encryption on the data information, and feed back the data information to the C-V2X module through the SPI bus after carrying out signature encryption on the data information by the HSM; the C-V2X module is used for real-time broadcasting, and safe, legal and effective information is provided for other intelligent vehicles with the C-V2X function, RSUs and the like.

As an optional implementation manner, the ADAS domain controller further includes at least one of the following:

a Controller Area Network (CAN) bus interface;

a Local Interconnect Network (LIN) bus interface;

gigabit ethernet interfaces;

a hundred mega Ethernet interface;

the camera module and the image processing module;

a fourth generation mobile communication technology (4G) module;

the 5th generation mobile communication technology (5G) module.

Here, it should be noted that the MCU may send the V2X message sent by the C-V2X to the execution unit corresponding to the vehicle through the transmission interfaces such as CAN, LIN, and ethernet, and the camera module and the graphic processing unit may collect an image of the environmental information around the vehicle and process the collected image to assist in controlling the vehicle; the 4G module and/or the 5G module are used for communicating with equipment outside the vehicle.

In addition, the conventional solution of the single-vehicle intelligent ADAS domain controller has the following problems:

(1) in the bicycle intelligence, all sensors do not have beyond visual range perception ability at present, are easily influenced by weather and light, and limit the perception range and the perception accuracy.

(2) Lack of information about the global road condition from the view angle of the god, the single-car intelligence can also cause a relatively complex problem under some conditions, and the single-car intelligence may not react in time to sudden problems such as suddenly emerging pedestrians or vehicles. The C-V2X technology can solve the problem of dead corners or blind areas existing in the current bicycle sensing.

(3) In addition to this, there is also an algorithm-based identification of objects, which is known to require low latency and high reliability from vehicle to vehicle. Low latency and high reliability, for example, LTE-V2X technology currently provides a latency of less than twenty milliseconds and 99% reliability. By the technical stage of NR-V2X, the maximum time delay of one millisecond can be provided, the reliability guarantee of 99.999 percent can be provided, and the speed is much faster and more reliable than that of shooting and recognizing through a camera, and then making the data into structured data after the recognition is successful.

(4) No synergy is perceived. The traditional intelligent ADAS domain controller for the single vehicle cannot perform information interaction with other vehicles, intersection traffic lights and cloud platforms, and cannot achieve vehicle-road cooperation.

Aiming at the problems, the C-V2X technology is fused with the ADAS domain controller, the communication distance of the C-V2X communication vehicle can reach 300 meters, and the vehicle road can reach two kilometers farthest. And because the information transmitted by the C-V2X is structured, more complete information can be acquired than that of radar and a camera. In the realization of bicycle intelligence, the traffic lights are all discerned through the camera at present, can only acquire status information (be red light or green light). Through the C-V2X technology, not only can the state information be provided, but also the phase information (when the lamp changes) can be provided, thereby being beneficial to the smoother running of the vehicle.

The technical scheme for realizing the cooperation of the vehicle and the road by the existing C-V2X module at least has the following problems:

(1) in the field of driving safety, the scheme of the C-V2X technology disclosed currently provides vehicle early warning application based on the C-V2X technology, broadcasts and receives traffic light information, pedestrian information, road information, intersection dynamic information and the like in the coverage area of the vehicle, provides the information to a driver, and judges whether to react or not and how to react according to the driver, and the C-V2X module does not directly participate in controlling the vehicle.

(2) Compared with the ADAS domain controller technical scheme fusing the C-V2X technology, the discrete module with the C-V2X function is connected to the domain controller through an Ethernet, a CAN and other external ports, and has more cables and connector middleware, and in the using process, the reliability of information transmission CAN be influenced by looseness of a plug part and the like caused by the quality problem of the middleware, aging factors, signal attenuation caused by overlong cable length, vibration in the vehicle driving process and other factors.

(3) Compared with the ADAS domain controller technical scheme that the HSM technology is added to the C-V2X module, the HSM is not added to the C-V2X module, and the HSM technology is added to the C-V2X, information acquired by the C-V2X is likely to be intercepted, forged, tampered and the like, so that a vehicle executes an error instruction. The safety is relatively low.

In the embodiment of the application, the C-V2X module is embedded into the ADAS domain controller, so that the problem that the MCU is connected with the C-V2X module through an intermediate connecting piece is solved, the reliability of information transmission is improved, and the C-V2X module can directly participate in vehicle control through direct communication between the C-V2X module and the MCU; by adding the HSM module, the security operations such as encryption, decryption, signature adding, signature verification and the like of the information are realized, and the security of information transmission is improved.

The following describes the operation process of the ADAS domain controller according to the embodiment of the present application with reference to the accompanying drawings:

as shown in fig. 3, a schematic flow chart of the ADAS domain controller controlling vehicle green wave vehicle speed guidance according to the embodiment of the present application is provided, where the process specifically includes:

s301: judging whether the vehicle is in an Adaptive Cruise Control (ACC) state, the vehicle is not in fault/failure and the communication is normal; if yes, executing S302, otherwise, ending the process;

s302: the C-V2X module acquires traffic light state information, phase information and light change remaining time information of a front intersection in real time and transmits the information to the HSM through the SPI for signature verification and decryption;

s303: the HSM verifies whether the C-V2X data signature passes, if so, S304 is executed, and if not, the flow is ended;

s304: the C-V2X data passing the signature verification is transmitted to the C-V2X module, and the C-V2X module is used for judging the distance from the traffic light to the vehicle, the remaining time of the green light and the cruising speed V of the vehicle according to the distance from the traffic light to the vehicle, the remaining time of the green light and the cruising speed V of the vehicle₀The speed limit of the current road section, whether a vehicle exists in front or not and the speed of the vehicle in front are calculated, and the vehicle speed V of the vehicle passing through the intersection is calculated_T；

S305: the C-V2X module sends the calculation result to the MCU through hardware interfaces such as Ethernet, SPI or USB;

s306: judging whether at least one of the vehicle quitting ACC, the driver intervention and the vehicle fault/failure occurs; if yes, ending the process; if not, executing S307;

s307: judging whether a vehicle exists in front, if so, executing S308, otherwise, executing S309;

s308: the vehicle executes an ACC following strategy to pass through the intersection;

s309: the MCU sends the data result received from the C-V2X module to a vehicle power system, a brake system or a steering system through an external interface to control the vehicle to execute a command;

s310: accelerating or decelerating the vehicle to the cruising speed V of the vehicle at the calibrated acceleration₀And (4) passing through the intersection.

As shown in fig. 4, a schematic flow chart of the ADAS domain controller according to the embodiment of the present application for controlling the start and stop of a vehicle according to a traffic light is shown, where the process specifically includes:

s401: judging whether the vehicle is in an Adaptive Cruise Control (ACC) state, the vehicle is not in fault/failure and the communication is normal; if yes, executing S402, otherwise, ending the process;

s402: the C-V2X module acquires traffic light state information, phase information and light change remaining time information of a front intersection in real time and transmits the information to the HSM through the SPI for signature verification and decryption;

s403: the HSM verifies whether the C-V2X data signature passes, if so, S404 is executed, and if not, the flow is ended;

s404: the C-V2X data passing signature verification is transmitted to the C-V2X module, and the C-V2X module is used for judging the state of the traffic light, the remaining time of the traffic light and the cruising speed V of the vehicle according to the state of the traffic light₀Performing a calculation;

s405: the C-V2X module sends the calculation result to the MCU through hardware interfaces such as Ethernet, SPI or USB;

s406: judging whether at least one of the vehicle quitting ACC, the driver intervention and the vehicle fault/failure occurs; if yes, ending the process; if not, executing S407;

s407: the MCU sends the data result received from the C-V2X module to a vehicle power system, a brake system or a steering system through an external interface to control the vehicle to execute a command;

s408: judging whether the signal lamp is changed from red to green, if so, executing S409, and if not, executing S410;

s409: judging whether a vehicle exists in front, if so, executing S411, otherwise, executing S412;

s410: determining that the vehicle cannot pass through the traffic light according to the remaining time of the red light, and stopping the vehicle at a stable speed reduction state;

s411: the vehicle executes an ACC following strategy to pass through the intersection;

s412: the vehicle is started at a calibrated acceleration and gradually accelerated to a cruising speed V₀And (4) passing through the intersection.

In summary, the ADAS domain controller of the embodiment of the present application can produce the following beneficial effects:

first, the ADAS domain controller technical solution of the embodiment of the present application, which combines the C-V2X technology, can solve the problem of dead corners or blind areas existing in the single vehicle sensing. The intelligent driving of the single vehicle adopting the traditional ADAS domain controller mainly depends on the vision of the vehicle, a millimeter wave radar, a laser radar and other sensors to sense the environment, make a calculation decision and control and execute. At present, all sensors do not have beyond visual range sensing capability, are easily influenced by weather and light, and limit the sensing range and the sensing accuracy.

Secondly, the ADAS domain controller technical scheme of the C-V2X technology is fused, so that the method has the characteristics of lower time delay and higher reliability, supports high-speed automobile scenes, and supports the relative speed of up to 500 km/h. In practical applications, low time delay and high reliability between vehicles need to be satisfied. Low latency and high reliability, for example, LTE-V2X technology currently provides a latency of less than twenty milliseconds and 99% reliability. By the technical stage of NR-V2X, the maximum delay of one millisecond can be provided, and the reliability of 99.999 percent can be provided, compared with the mode that structured data is made after the recognition is successful after shooting is carried out by a camera, the speed is much faster and the reliability is higher. C-V2X may provide better coverage and more reliable communication in any density of deployment scenarios.

Thirdly, the embodiment of the application combines the ADAS domain controller technical scheme of the C-V2X technology, so that the manufacturing cost can be effectively reduced. In the bicycle intelligence, from L1 to L5, the requirements of the number of sensors, the sensing precision and the computing power (exponentially increased) are continuously increased, the manufacturing cost is also continuously increased, and the manufacturing cost can be effectively reduced by utilizing the vehicle-road cooperative capability, the lower time delay and the higher reliable data transmission characteristic of the C-V2X technology.

Fourth, the ADAS domain controller technical solution of the C-V2X technology is fused in the embodiment of the present application, and the RSU is combined to realize the capabilities of V2V, V2I, V2P, and V2N, thereby solving the problem of difficulty in realizing vehicle-road coordination in single-vehicle intelligence, and in particular, making up for some emergency situations such as ambulances, police cars, fire trucks, and engineering emergency vehicles when performing emergency tasks, and understanding of complex scenes (e.g., behavior coordination at complex intersections).

Fifthly, the embodiment of the application fuses the ADAS domain controller technical scheme of the C-V2X technology, and adds HSM to the C-V2X module. Due to the characteristic of openness of Uu and PC5 wireless interfaces of the C-V2X, the V2X Internet of vehicles system faces security risks such as pseudo base stations, signaling interception, signaling tampering/replaying and the like, HSM is increased, the C-V2X information can be signed, checked, encrypted and decrypted and other security operations, information is prevented from being intercepted, forged, tampered, replayed and the like during transmission, and the legality and the security of the information are ensured from a hardware level so as to prevent vehicles from executing wrong instructions.

According to the scheme of the embodiment of the application, interconnection and information interaction of V2V, V2I, V2P, V2N and the like are realized by fusing the C-V2X technology with a hardware encryption function, and the safety of information is ensured, so that cooperative sensing is realized, and decision and control of vehicles are facilitated. The combination of the MCU of ADAS domain controller and C-V2X module through "bicycle intelligence" develop "networking intelligence", has promoted the perception breadth and the degree of depth of vehicle, not only can improve the intelligence and the security of driving, can promote road safety and traffic efficiency moreover wholly.

In addition, an embodiment of the present application further provides an automobile, which includes the ADAS domain controller as described above, where the ADAS domain controller is communicatively connected to an execution unit of the automobile, and specifically, the MCU of the ADAS domain controller is communicatively connected to the execution unit to send an execution instruction to the execution unit, where the execution unit may include, but is not limited to, a power system, a steering system, a braking system, and the like.

Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The foregoing is a preferred embodiment of the present application, and it should be noted that, for those skilled in the art, several modifications and refinements can be made without departing from the principle described in the present application, and these modifications and refinements should be regarded as the protection scope of the present application.

Claims

1. An ADAS domain controller, applied to an automobile, comprising: the system comprises a microcontroller unit (MCU) and a cellular Internet of vehicles C-V2X module which is in communication connection with the MCU;

2. The ADAS domain controller of claim 1, wherein the MCU is connected to the C-V2X module via any one of the following communication interfaces:

a serial peripheral interface SPI;

a Universal Serial Bus (USB) interface.

3. The ADAS domain controller of claim 2, wherein the MCU and the C-V2X module are also communicatively connected to each other through an Ethernet interface and an Ethernet switch unit when communicatively connected through the SPI.

4. An ADAS domain controller according to claim 3, characterised in that the Ethernet interface comprises any of the following:

a reduced gigabit media independent interface RGMII;

serial gigabit media independent interface SGMII.

5. The ADAS domain controller as recited in claim 1, further comprising a hardware security module HSM communicatively coupled to the C-V2X module;

signing and encrypting;

and (6) verifying and decrypting the label.

6. The ADAS domain controller of claim 5, wherein the C-V2X module is connected to the HSM via SPI.

7. The ADAS domain controller of claim 1, wherein the ADAS domain controller further comprises at least one of:

a controller area network CAN bus interface;

a local area interconnect network (LIN) bus interface;

gigabit ethernet interfaces;

a hundred mega Ethernet interface;

the camera module and the image processing module;

a fourth generation mobile communication technology 4G module;

and a fifth generation mobile communication technology 5G module.

8. An automobile, characterized in that it comprises an ADAS domain controller according to any of claims 1 to 7, communicatively connected to an execution unit of said automobile.