CN221162609U - Vehicle-mounted electronic and electric system and vehicle - Google Patents

Abstract

The application provides a vehicle-mounted electronic and electric system and a vehicle, and relates to the technical field of vehicle communication. In the present application, an in-vehicle electronic and electric system includes: the system comprises a central computing platform, a vehicle-mounted power supply, a plurality of vehicle-mounted controllable devices and a plurality of regional controllers. The regional controller is in communication connection with the central computing platform, in driving connection with a nearby controllable device of the plurality of vehicle-mounted controllable devices and in communication connection based on a standardized architecture configuration. The plurality of zone controllers includes a primary distribution controller and a secondary distribution controller. According to the application, data transmission, power supply and driving of each vehicle-mounted device on the vehicle are realized through the standard modularized regional controller, and meanwhile, the regional controller can realize multistage power distribution and power supply isolation of the vehicle-mounted power supply, so that a power supply network of the vehicle is constructed. Therefore, the electronic and electric system provided by the application has no special configuration for specific vehicles, can be widely applied to different types of vehicles, and has stronger expansibility and adaptability.

Description

Vehicle-mounted electronic and electric system and vehicle

Technical Field

The application relates to the field of automobile electronic and electric architecture, in particular to a vehicle-mounted electronic and electric system and a vehicle.

Background

An in-vehicle electronic and electric system refers to a series of electronic and electric devices installed inside an automobile for controlling, monitoring, and managing various functions of the vehicle. With the development of automobile electronics and intelligent networking, more and more controllable electronic devices in the vehicle are provided, so that an on-vehicle electronic and electric system is more and more complex.

Thus, how to construct an onboard electrical and electronic system that meets the current vehicle complexity needs is a technical problem that needs to be solved in the art.

Disclosure of utility model

In view of the above, the embodiments of the present application provide a vehicle-mounted electronic and electrical system and a vehicle, and the architecture of the electronic and electrical systems of different vehicles is realized through a standardized regional controller, so as to solve the foregoing technical problems.

In a first aspect, the present application provides an in-vehicle electrical and electronic system. The in-vehicle electronic and electric system includes: the system comprises a central computing platform, a vehicle-mounted power supply and a plurality of vehicle-mounted controllable devices, wherein the vehicle-mounted controllable devices comprise a vehicle-mounted motor, a vehicle-mounted valve controller, a vehicle-mounted light controller and a vehicle-mounted sensor; a plurality of zone controllers; wherein the area controller is provided with the same calculation module and interface type. The regional controller is in communication connection with the central computing platform, in driving connection with a nearby controllable device in the plurality of vehicle-mounted controllable devices and in communication connection. The plurality of regional controllers comprise a primary power distribution controller and a secondary power distribution controller, wherein the primary power distribution controller is a regional controller powered by the vehicle-mounted power supply, and the secondary power distribution controller comprises a regional controller powered by the primary power distribution controller.

In a second aspect, the present application provides a vehicle. Wherein the vehicle comprises at least the in-vehicle electrical and electronic system according to the first aspect.

The embodiment of the application provides a vehicle-mounted electronic and electric system and a vehicle. In the present application, an in-vehicle electronic and electric system includes: the system comprises a central computing platform, a vehicle-mounted power supply, a plurality of vehicle-mounted controllable devices and a plurality of regional controllers. The regional controller is in communication connection with the central computing platform, in driving connection with a nearby controllable device of the plurality of vehicle-mounted controllable devices and in communication connection based on a standardized architecture configuration. The plurality of zone controllers includes a primary distribution controller and a secondary distribution controller. According to the application, data transmission, power supply and driving of each vehicle-mounted device on the vehicle are realized through the standard modularized regional controller, and meanwhile, the regional controller can realize multistage power distribution and power supply isolation of the vehicle-mounted power supply, so that a power supply network of the vehicle is constructed. Therefore, the electronic and electric system provided by the application has no special configuration for specific vehicles, can be widely applied to different types of vehicles, and has stronger expansibility and adaptability.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present utility model and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of a backbone network of an in-vehicle electrical and electronic system according to some embodiments of the present application.

Fig. 2 is a schematic diagram of a power supply network of an in-vehicle electrical and electronic system according to some embodiments of the present application.

Fig. 3 is a standardized architecture of a zone controller provided by some embodiments of the present application.

Fig. 4 is a functional architecture of a zone controller according to some embodiments of the present application.

Fig. 5 is an exemplary flowchart of a method for constructing an in-vehicle electrical and electronic system according to some embodiments of the present application.

Fig. 6 is an exemplary flowchart of a hot plug method for a zone controller according to some embodiments of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Summary of the application

In the prior art, in-vehicle electronic and electric systems are generally configured with a plurality of controllers. The controllers are generally computing devices constructed based on Micro-Controller units (MCUs), and can realize driving and data transmission of vehicle-mounted controllable devices.

In the centralized architecture of the electric automobile, the high performance controller (High Performance Controller, HPC) can be generally used as a central computing platform of the whole automobile to be responsible for whole automobile data processing, computing and functional logic. The aforementioned controller may be configured as a zone controller to take charge of driving and powering of the on-board controllable devices in the vicinity based on the physical location.

Then, considering the complexity of the vehicle-mounted electronic and electric system, the existing regional controller design is bound with the depth of the vehicle type, namely, the setting mode of each regional controller, the depth of the data connection object and the transmission mode are bound with the specific vehicle, and in the subsequent process, the regional controller is difficult to upgrade and expand. In addition, a relatively complex architecture process is required at the time of construction.

The application provides a vehicle-mounted electronic and electric system and a vehicle, and relates to the technical field of vehicle communication. In the present application, an in-vehicle electronic and electric system includes: the system comprises a central computing platform, a vehicle-mounted power supply, a plurality of vehicle-mounted controllable devices and a plurality of regional controllers. The regional controller is in communication connection with the central computing platform, in driving connection with a nearby controllable device of the plurality of vehicle-mounted controllable devices and in communication connection based on a standardized architecture configuration. The plurality of zone controllers includes a primary distribution controller and a secondary distribution controller. According to the application, data transmission, power supply and driving of each vehicle-mounted device on the vehicle are realized through the standard modularized regional controller, and meanwhile, the regional controller can realize multistage power distribution and power supply isolation of the vehicle-mounted power supply, so that a power supply network of the vehicle is constructed. Therefore, the electronic and electric system provided by the application has no special configuration for specific vehicles, can be widely applied to different types of vehicles, and has stronger expansibility and adaptability.

Various non-limiting embodiments of the present application will now be described in detail with reference to the accompanying drawings.

Exemplary in-vehicle electronic Electrical System

Fig. 1 is a schematic diagram of a backbone network of an in-vehicle electrical and electronic system according to some embodiments of the present application. Fig. 2 is a schematic diagram of a power supply network of an in-vehicle electrical and electronic system according to some embodiments of the present application.

As shown in fig. 1 and 2, the vehicle 10 is provided with an electronic and electrical system 100, and functionally, the electronic and electrical system 100 may include a backbone network reflecting data transmission and a power supply network reflecting power distribution.

The electronic electrical system 100 may include a central computing platform 110, an on-board power supply 120, and a plurality of zone controllers 130. The electronic and electrical system 100 may also include a plurality of vehicle-mounted controllable devices (not shown).

The central computing platform 110 may refer to a computing device that acts as a central processor in an electric vehicle centralized architecture. The central computing platform 110 may be used to be responsible for all-vehicle data processing, computing, and functional logic. For example, the central computing platform 110 may be integrated with related algorithms provided with autopilot, thereby implementing autopilot functionality.

The in-vehicle power supply 120 may refer to a device in a vehicle that provides electrical energy. Considering that the present application relates primarily to electric vehicles, the vehicle power supply 120 may be a dc power supply 121 in general. The dc power supply 121 may provide a stable dc voltage and/or dc current, and may retain a power supply source such as a battery, a range extender, and related devices such as a dc conversion device, a power electronic converter, etc. to provide a stable dc voltage/current.

The vehicle-mounted controllable device may refer to an electronic device in a vehicle that can be controlled. The vehicle-mounted controllable equipment can comprise a vehicle-mounted motor, a vehicle-mounted valve controller, a vehicle-mounted light controller, a vehicle-mounted sensor and the like. The in-vehicle motor may refer to a load device of the motor class inside the vehicle. For example, the in-vehicle motor may include a driving motor of a vehicle, a stepping motor of various types of controllers, a servo motor, and the like. The in-vehicle valve type controller may refer to the load of an electronically controlled valve in a vehicle. For example, the on-board valve type controller may include valve loads in hydraulic systems such as hydraulic brake systems, suspension systems, steering systems, and the like. The vehicle-mounted light controller can refer to relevant load equipment of a light system in the whole vehicle. For example, the vehicle-mounted light controller may include a controller for a headlight, a tail lamp, a turn signal, a brake lamp, an interior lighting, and the like. The in-vehicle sensor may refer to a sensor-like load provided in the vehicle. For example, the in-vehicle sensor may include a millimeter wave radar, an ultrasonic radar, a laser radar, a camera, an inertial sensor, a position sensor, and the like.

The zone controller 130 may refer to a controller based on a micro-control unit architecture, which is used to drive each vehicle-mounted controllable device and collect or transmit back relevant data. For example, the zone controller 130 may drive each of the on-board motor, the on-board valve controller, the on-board light controller, and the on-board sensor, provide appropriate driving signals thereto, and transmit back relevant information (e.g., sensing data collected by the on-board sensor).

In some embodiments, each zone controller in the present application may be configured based on a standardized architecture, i.e., each zone controller may have the same computing module and interface type. For example, each area controller may be implemented based on the same or similar chip or circuit board, and only has a portion at the location and connection mode.

The standardized architecture may refer to the controller standard of the individual zone controllers. A plurality of computing modules for processing information and a plurality of interfaces for communicating with the outside may be included in the standardized structure. The computing modules of the respective zone controllers 130 are substantially identical to the interfaces, and generally only slightly differ in the number of interfaces, as can be seen in fig. 3 and the description thereof.

In some embodiments, each zone controller may be in driving connection as well as in communication connection with a nearby controllable device of the plurality of in-vehicle controllable devices. I.e. the individual zone controllers may be connected nearby to the on-board controllable device. For example, a zone controller (e.g., zone controller 132) disposed at the front end of the vehicle may be connected to a vehicle-mounted controllable device such as a headlight, a turn signal, a front drive motor, or the like. The zone controller (e.g., zone controller 131) disposed at the rear end of the vehicle may be connected to a vehicle-mounted controllable device such as a tail lamp, a brake lamp, a rear-drive motor, or the like.

In some embodiments, to enable a drive connection and a communication connection to each of the in-vehicle controllable devices, power is supplied to each of the in-vehicle controllable devices. The plurality of zone controllers 130 may be communicatively coupled to the central computing platform (see FIG. 1) and directly or indirectly electrically coupled to the on-board power supply 120 (see FIG. 2).

As shown in fig. 1, each of the zone controllers 130 in the vehicle-mounted electronic and electric system 100 may be connected to the central computing platform 110, so that data transmission of each of the zone controllers 130 is relatively independent, and the relative independence of the zone controllers 130 is ensured.

Wherein the central computing platform 110 may be in data communication with the zone controller 130. For example, the central computing platform 110 may transmit data of power distribution parameters, driving parameters, etc. of each of the on-board controllable devices to the zone controller 130. The regional controller 130 may collect raw data (e.g., drive feedback data, sensor data) and preliminary processed data (e.g., processing results of the raw data based on atomic services of the regional controller 130) from the central computing platform 110.

In the backbone network shown in fig. 1, the zone controller 130 may include 5 zone controllers, a zone controller 131 disposed at a rear end of the vehicle in a specific location, a zone controller 132 disposed at a front end of the vehicle, a zone controller 133 disposed at a left side of the vehicle, a zone controller 134 disposed at a right side of the vehicle, and a zone controller 135 disposed at a center of the vehicle. Each of the zone controllers (131-135) is communicatively coupled to the central computing platform 110.

In some embodiments, the connection between the central computing platform 110 and the zone controller 130 may be a hot-plug connection. The central computing platform 110 may be provided with a plurality of connection ports, and the zone controller 130 may be connected with the central computing platform 110 based on the connection ports, and the connection ports may be used to determine a communication identification and a connection status of the zone controller 130 connected with the central computing platform 110 through the connection ports during the connection.

Illustratively, the central computing platform 110 may be provided with a plurality of PIN PINs (i.e., an array of PIN PINs), and the zone controller 130 may be connected with the corresponding PIN PINs through connectors. Connection status may be set for each PIN in the central computing platform 110, and when the connector is connected to the PIN, it may be determined whether the connector is connected to the central computing platform 110 based on the status of each PIN. Meanwhile, unique identifiers (such as equipment IDs) of all the area controllers can be configured based on the PIN needles, so that corresponding settings are called when the area controllers are accessed, and hot plug is realized.

Furthermore, at the network level, the central computing platform 110 may be reserved with automatic addressing capability to cause the zone controller to invoke different internal IP addresses based on the switch status of the different ports connected to the central computing platform 110. Further ensuring the hot plug capability of the regional controller. For example, when the zone controller is connected to the third interface, a signal of "010" may be generated, specifying the currently connected port, invoking the appropriate internal IP address.

The ability to reserve error proofing based on the status of the PINs of the connector is typically achieved by designing different PIN ordering sequences on the connector or using different PIN numbers. This ensures that only correctly matched connectors can be plugged into the corresponding interfaces, so that incorrect connections are avoided.

In some embodiments, considering that the regional controllers are built based on MCUs, their computational effort is limited, in order to ensure the normal operation of the regional controllers, a computational effort redundancy channel may be provided between the two regional controllers. I.e. the two zone controllers are connected by a data transfer protocol.

As shown in fig. 1, a power redundancy channel 141 is provided between the zone controller 131 and the zone controller 133; a power redundancy channel 142 is provided between the zone controller 132 and the zone controller 134.

Based on the redundant power channels, the regional controllers connected to the redundant power channels and the central computing platform 110 may form a data transmission loop. Illustratively, the aforementioned zone controllers 131, 133 form a data transmission loop with the central computing platform 110. The aforementioned zone controllers 132, 134 form a data transmission loop with the central computing platform 110.

In some data transmission loops, the zone controller is formed of two channels for data transmission to the central computing platform 110. For example, the aforementioned area controller 131 may directly perform data transmission to the central computing platform 110, or may relay the data to the central computing platform 110 through the area controller 133. So that when the zone controller 131 is loaded higher, part of the computational load can be taken up by the zone controller 133 based on the computational redundancy channel connection.

In some embodiments, the foregoing computational redundancy may include functional safety hardware redundancy, computational capability redundancy, and communication capability redundancy. The functional safety hardware redundancy refers to the fact that a plurality of functional safety hardware components are adopted in an automobile electronic system so as to achieve redundancy design. For example, the aforementioned zone controllers 131 and 133 may transfer related functions in the case of partial functional failure in the form of data relay, thereby implementing a functionally safe hardware redundancy design.

As shown in fig. 2, the plurality of zone controllers include a primary distribution controller, which is a zone controller powered by an on-vehicle power supply, and a secondary distribution controller, which includes a zone controller powered by the primary distribution controller. That is, the primary distribution controller can be directly powered by the vehicle-mounted power supply, and the secondary distribution controller can be indirectly powered by the vehicle-mounted power supply (namely, secondary distribution).

Specifically, as shown in fig. 2, the primary distribution controller may be the aforementioned zone controller 131, and the secondary distribution controller may include the aforementioned zone controllers 132 to 135.

In some embodiments, the in-vehicle electronic electrical system 100 may also include a power supply redundancy channel, similar to the aforementioned power redundancy channel. Wherein the power supply redundancy channel may be disposed between the two zone controllers for supplying power to the second zone controller through a first zone controller of the two zone controllers.

Illustratively, the aforementioned zone controllers 133, 134 may be first zone controllers and the zone controller 135 may be second zone controllers, i.e. a power supply redundancy channel 161 is provided between the zone controller 133 and the zone controller 135, which is directed to the zone controller 135. A power supply redundancy channel 162 is provided between the zone controller 134 and the zone controller 135, which is directed to the zone controller 135. The zone controller 135 may be powered by the zone controller 133, 134.

Thus, in some embodiments, the present application provides for a secondary power distribution controller that also includes a zone controller (such as the zone controller 135 described above) that is powered by other secondary power distribution controllers.

In some embodiments, the on-board power supply 120 includes a dc power supply 121 and a backup power supply 122. The primary power distribution controller (zone controller 131) may be connected to the dc power source 121 and the backup power source 122. The area controller 131 is connected to the dc power supply 121 in a unidirectional power supply manner, and may be connected to the standby power supply 122 in a bidirectional power supply manner.

In some embodiments, the aforementioned in-vehicle electronic and electrical system 100 further includes a power distribution unit 170, taking into account limitations of the power supply ports and in order to be compatible with conventional power supply strategies. The power distribution unit 170 may be a primary power distribution device, and the area controller powered by the power distribution unit 170 may also be a secondary power distribution controller. Such as the zone controllers 132-134.

The regional controller can be used as a primary power distribution device to isolate the vehicle-mounted power supply 120 and perform secondary power distribution to other regional controllers based on the above power supply network settings. Meanwhile, the power supply network in the application can be based on the existing power distribution unit 170 and further perform secondary power distribution. In addition, the application can be provided with a power supply redundancy channel in consideration of the load, redundancy and stability of power supply, thereby realizing the transfer of the power supply load.

In some embodiments, implementing the aforementioned power supply network, two power input ports and multiple power output ports (e.g., 2 or 3 ports) may be included in the standardized architecture of the regional controller 130. In the foregoing power supply network, the power input port of the primary distribution controller (i.e., the zone controller 131) is connected to the dc power supply and the backup power supply, respectively, and the power output port is connected to the backup power supply 152 and the secondary distribution controller. Specifically, the point output port of the zone controller 131 may be connected to the backup power supply 152, the zone controller 133, and the zone controller 134, respectively.

In the secondary distribution controller, a power input port of the secondary distribution controller is connected with at least one of a power output port of the primary distribution controller, a power output port of other secondary distribution controllers, and a power distribution unit.

Illustratively, the power input port of the zone controller 132 is connected to the power distribution unit 170, and the power output port is not connected to other zone controllers. The power input port of the zone controller 133 is connected to the power distribution unit 170 and the zone controller 131, and the power input port is connected to the zone controller 135. The power input port of the zone controller 134 is connected to the power distribution unit 170 and the zone controller 131, and the power input port is connected to the zone controller 135. The power input port of the zone controller 135 is connected to the zone controllers 133, 134, and the power output port is not connected to the other zone controllers.

It should be noted that, in fig. 2, the power distribution unit 170 may be replaced by a regional controller.

Exemplary zone controller

Fig. 3 is a standardized architecture of a zone controller provided by some embodiments of the present application.

As shown in fig. 3, in the standardized architecture of the regional controller, besides the aforementioned power input port and power output port, a plurality of motor output ports, a plurality of conventional communication ports, a plurality of ethernet communication ports, a plurality of high-side output ports, a plurality of analog signal detection ports, a plurality of digital signal detection ports, a functional safety design circuit, and a micro control unit may be included.

The power input port is generally configured as 2-way power input, and can be specifically constructed based on a power module of the regional controller to supply power to the whole regional controller. The aforementioned power output ports are generally configured as 2-3-way power outputs, which can be constructed based on Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET) to output a suitable dc voltage.

The motor output port is used for outputting the driving voltage of the motor. Wherein, considering the type of the motor to be driven, the motor output port comprises a high-power motor output port and a low-power motor output port. The high power motor output port may be used to drive high power motors (e.g., front drive motor, rear drive motor). The low power motor output may be used to drive a low power motor (e.g., a stepper motor).

The high-power motor output port is generally configured to output 10-15 paths of motors, and can be specifically constructed based on a half bridge MOSFTS. For example, the zone controller may include a half-bridge drive circuit based on a BDC (brushed direct current)/BLDC (brushless direct current) motor to construct the aforementioned high power motor output port.

The output port of the low-power motor is generally configured to output 4-5 paths of motors, and can be specifically constructed based on an integrated driving chip. For example, the zone controller may include a low power integrated chip of a Stepper/BLDC motor to construct the aforementioned low power motor output port.

The high-side output port may refer to an output port for controlling a high-side (high-voltage side) switch. The high-side output port is generally configured as 10-15 high-side outputs, and can be specifically constructed based on a high-side driver (HIGH SIDE DRIVER, HSD). Wherein the high-side driver may be a low-power driver of less than 10A and compatible with PWM output.

The legacy communication port may refer to a gateway port of a legacy vehicle network. The conventional communication port may include 10 conventional communication interfaces, and specifically may include a FlexRay (for connecting to an Electronic Control Unit (ECU) high-speed data bus communication protocol)/CAN ((Controller Area Network) is a low-speed data bus communication protocol)/((Universal Asynchronous Receiver/Transmitter) is a serial communication interface)/LIN ((Local Interconnect Network) is a low-cost, low-speed serial communication protocol) and other conventional vehicle network gateway interfaces. Wherein each of the in-vehicle controllers (mainly ECU) may communicate with the zone controller based on a conventional communication port.

The Ethernet communication port may be a data interface for constructing an in-vehicle local area network Ethernet, and may be generally configured as a 2-way Ethernet communication interface. Illustratively, the Ethernet communication port in the present application may meet the transmission requirements of 100/1G BaseT1. I.e., the ethernet port may support a data transmission rate of 100Mbps or 1Gbps, using twisted pair wires as the physical connection.

The analog signal detection port may be an input port for receiving an analog signal. The analog signal detection port can be generally configured into 15-20 paths of analog sensing inputs, and can be constructed based on an analog information input network (Input Analog Network, IAN).

The digital signal detection port may be used as an input port for detecting a digital signal. The digital signal detection port is generally configured as 5-15 paths of digital sensing inputs, and can be constructed based on IDH/IDL (Input DIGITAL HIGH/Input Digital Low).

In addition to the above ports, the area controller may further include 5-10 duty cycle signal detection ports for detecting PWM signals, 1 near field communication port, and 1 protocol signal.

Besides the ports for transmitting data/electric signals, the regional controller can also comprise a functional safety design circuit for ensuring the internal working stability of the regional controller, a main computing device micro-control unit, a power management module, a switch module and a pre-driving module of a MOSFET.

Based on the hardware architecture shown in fig. 3, the zone controller may be configured as the functional architecture shown in fig. 4. Fig. 4 is a functional architecture of a zone controller according to some embodiments of the present application.

As shown in fig. 4, the functional architecture layer of the area controller includes a driving layer, an intermediate layer, and an application layer. The driving layer is used for driving each port of the area controller, the middle layer is used for providing an operation environment of the area controller (such as a software platform based on an AUTOSAR/RTOS architecture), and the application layer can load application services actually executed by the area controller.

In particular, in the application layer, the zone controller may include a plurality of atomic services as well as an extended service. Atomic services, among other things, generally refer to basic, independent service units that provide a particular function or service that may be invoked and combined by other services or systems. Atomic services are typically some basic, non-subdividable services, which are typically independent, reusable. Such as sensor data calls. The extended services refer to the extension and combination of atomic services to provide more complex and complete services. The extended services may meet more complex business needs by combining multiple atomic services, or by customizing and extending atomic services. The extended service may include a composite service integrating a plurality of atomic services, a value added service customizing an atomic service, and the like.

Based on the software and hardware architecture shown in fig. 3 and 4, driving, power supply and data transmission of various controllable devices can be realized. In addition, the regional controller builds a traditional vehicle-mounted network and supports high-degree-of-freedom network and data configuration.

Method for constructing exemplary vehicle-mounted electronic and electric system

In some embodiments, to construct the vehicle-mounted electronic and electric system, the application further provides a vehicle-mounted electronic and electric system architecture/construction method.

Fig. 5 is an exemplary flowchart of a method for constructing an in-vehicle electrical and electronic system according to some embodiments of the present application.

As shown in fig. 5, P500 may include:

s510, determining the vehicle-mounted controllable equipment and the driving load thereof.

The drive load is understood to mean the requirement of the vehicle-mounted controllable device for a drive signal/consumption of electrical energy.

In some embodiments, S510 may be constructed based on the actual situation of the vehicle. In addition, considering the universality of the electronic and electric system provided by the application, the driving load can be not considered at first when the electronic and electric system is built, and the area controller can be increased or decreased in the subsequent steps.

S520, determining a plurality of groups of vehicle-mounted controllable devices based on granularity and data of the driving load and determining class controllers of the vehicle-mounted controllable devices.

The granularity of the driving load may refer to the accuracy of the driving signal (e.g., signal period, signal voltage accuracy, signal type, etc.). The data driving the load may refer to specific requirements of driving the load.

In some embodiments, S520 may be similarly grouped with data (total load) based on the aforementioned granularity (load accuracy) to match the total load of each group of controllable devices to the zone controller. In some embodiments, the foregoing S520 may also be performed based on the locations of the vehicle-mounted controllable devices, and specifically, the vehicle-mounted controllable devices that are clustered together are preferentially clustered into the same group.

And S530, connecting the area controllers with each vehicle-mounted controllable device of the corresponding group, and connecting each area controller with the central computing platform.

In some embodiments, in S530, a corresponding number of zone controllers may be first determined based on the number of groups of the vehicle-mounted controllable devices, so as to make the connection.

S540, determining the computational redundancy capacity of the class controllers based on the driving loads of the class controllers, and constructing a computational redundancy channel between the regional controllers based on the computational redundancy capacity.

In some embodiments, the area controller with the computational redundancy can be connected with the area controller with more intense load, so that the computational redundancy can be redistributed.

S550, determining a primary power supply controller from the regional controllers based on the vehicle-mounted power supply, and taking other types of controllers as secondary power supply controllers.

In some embodiments, the area controller selected as the primary power supply controller in S550 is directly connected to the vehicle power supply, and may specifically be generally selected based on a location, that is, the primary power supply controller is generally adjacent to the vehicle power supply.

S560, connecting the primary power supply controller with a vehicle-mounted power supply, and connecting the secondary power supply controller with primary power supply equipment.

S570, constructing power supply redundant channels among the regional controllers according to the power supply loads of the regional controllers.

S580, acquiring a central computing platform power distribution instruction to supply power to the vehicle-mounted controllable equipment.

In some embodiments, the aforementioned area controller may be connected to the central computing platform in a hot plug manner, and the plug process may be referred to in fig. 6.

Fig. 6 is an exemplary flowchart of a hot plug method for a zone controller according to some embodiments of the present application.

As shown in fig. 6, P600 may include the steps of:

s610, connecting a connector of the area controller with a target connection port in the central computing platform.

In some embodiments, the central computing platform may be provided with a plurality of connection ports, the zone controller may connect with the central computing platform based on the connection ports, the port selected by the zone controller to connect may be designated as a target connection port, and the physical device connected to the port may be designated as a connector. Illustratively, the connection port may be an array of PIN needles and the connector may be a hub of PIN needles.

S620, determining the port state of the target connection port, thereby determining the connection state of the area controller.

In some embodiments, the aforementioned connection ports may be provided with connection rules and characterized in terms of port states. When the target connection port is connected with the connector, the central computing platform may determine the port status and thus the connection status. Taking PIN PINs as an example, the central computing platform may set the order of the PIN PINs to avoid connection errors when the plug-in connector is connected with the PIN PINs. Thus, when the connection is abnormal (such as the conditions of front-back exchange, deviation, poor contact and the like), the port state may be abnormal (such as the state of at least part of pins is abnormal), so that the connection state is abnormal.

And S630, responding to the normal link state, and automatically distributing the IP address to the regional controller at the target connection port based on the switch state of each connection port of the central computing platform.

In some embodiments, the port to which the zone controller is connected may be determined by the switch state (whether there is a zone controller connection) of the connectable port, and then an identifier and an IP address are allocated thereto, so as to access the vehicle-mounted electronic and electric system, so as to implement hot plug.

The application also provides a vehicle, which comprises the vehicle-mounted log acquisition system provided by the application, and can execute the training model or the vehicle positioning method provided by the application. The vehicle provided by the application can be a full-automatic driving vehicle or a semi-automatic driving vehicle. The specific vehicle type of the vehicle provided by the application can be a car, a commercial vehicle, a truck, a bus, a trolley and the like.

It should be understood that the term "and/or" is merely an association relationship describing the associated object, and means that three relationships may exist, for example, a and/or B may mean: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.

It should be understood that, in various embodiments of the present application, the sequence numbers of the foregoing processes do not mean the order of execution, and the order of execution of the processes should be determined by the functions and internal logic thereof, and should not constitute any limitation on the implementation process of the embodiments of the present application.

In the several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of the units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.

In the above embodiments, it may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, produces a flow or function in accordance with embodiments of the present application, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, a network device, a user device, a core network device, an operation and maintenance administration (operation administration AND MAINTENANCE, OAM), or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by a wired (e.g., coaxial cable, fiber optic, digital subscriber line (digital subscriber Line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer readable storage medium may be any available medium that can be read by a computer or a data storage device such as a server, data center, etc. that contains an integration of one or more available media. The usable medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., digital versatile disk (digital video disc, DVD)), or a semiconductor medium (e.g., solid State Disk (SSD)), etc. The computer readable storage medium may be volatile or nonvolatile storage medium, or may include both volatile and nonvolatile types of storage medium.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (10)

1. An in-vehicle electronic and electric system, characterized in that it comprises:

a central computing platform;

A vehicle-mounted power supply;

The system comprises a plurality of vehicle-mounted controllable devices, a plurality of control units and a control unit, wherein the vehicle-mounted controllable devices comprise a vehicle-mounted motor, a vehicle-mounted valve controller, a vehicle-mounted light controller and a vehicle-mounted sensor; and

A plurality of zone controllers; the regional controller is configured with the same calculation module and interface type;

The regional controllers are in communication connection with the central computing platform, are in driving connection with adjacent controllable equipment in the plurality of vehicle-mounted controllable equipment and are in communication connection, the plurality of regional controllers comprise a primary power distribution controller and a secondary power distribution controller, the primary power distribution controller is the regional controller powered by the vehicle-mounted power supply, and the secondary power distribution controller comprises the regional controller powered by the primary power distribution controller.

2. The vehicle-mounted electronic and electrical system according to claim 1, further comprising at least one computational redundancy channel, the computational redundancy channel being disposed between two zone controllers;

and the two regional controllers connected with the computational power redundant channel and the central computing platform form a data transmission loop.

3. The vehicle-mounted electronic and electrical system according to claim 1, further comprising at least one power supply redundancy channel disposed between two zone controllers for supplying power to a second zone controller through a first zone controller of the two zone controllers.

4. The vehicle-mounted electronic and electrical system of claim 3, wherein the secondary power distribution controller further comprises a zone controller powered by the other secondary power distribution controllers.

5. The vehicle-mounted electronic and electrical system according to claim 1, wherein the vehicle-mounted power supply includes a direct-current power supply and a backup power supply;

The primary power distribution controller is connected with the direct-current power supply and the standby power supply.

6. The vehicle-mounted electronic and electrical system according to claim 5, further comprising a power distribution unit, wherein the secondary power distribution controller further comprises a zone controller powered by the power distribution unit.

7. The vehicle-mounted electronic and electrical system according to claim 6, wherein the standardized architecture of the zone controller comprises two power input ports and a plurality of power output ports;

for the primary power distribution controller, the power input port is respectively connected with the direct current power supply and the standby power supply, and the power output port is connected with the standby power supply and the secondary power distribution controller;

And for the secondary distribution controller, the power input port of the secondary distribution controller is connected with at least one of the power output port of the primary distribution controller, the power output ports of other secondary distribution controllers and the power distribution unit.

8. The vehicle-mounted electronic and electrical system of claim 1, wherein the standardized architecture of the zone controller comprises a plurality of motor output ports, a plurality of legacy communication ports, a plurality of ethernet communication ports, a plurality of high-side output ports, a plurality of analog signal detection ports, a plurality of digital signal detection ports, a functional safety design circuit, and a micro-control unit.

9. The vehicle-mounted electronic and electrical system according to claim 1, wherein the central computing platform comprises a plurality of connection ports for determining a communication identification and a connection status of a zone controller connected to the central computing platform through the connection ports.

10. A vehicle, characterized in that it comprises an in-vehicle electronic and electrical system according to any one of claims 1-9.