阅读说明：本技术 一种adas系统多传感器信号时空同步控制系统及方法 (ADAS system multi-sensor signal time-space synchronous control system and method ) 是由 文翊 何思 舒丽 李泽彬 孙国正 于 2021-09-06 设计创作，主要内容包括：本发明公开了一种ADAS系统多传感器信号时空同步控制系统及方法,属于车辆技术领域,由光采集模块收集自然太阳光得到振动方向一致的可载波的基准光波信号；通过光门将基准光波信号传输入车辆光网络后,经过光耗散装置消耗部分能量,以使车辆各光网络上存在表征当前时刻之前时间的目标基准光波信号；光载波器将各元件ECU的输出信息加载在目标基准光波信号上后得到载波后的目标信息；子控制器将与其连接的若干网段中的目标信息进行融合载波,以同步部分网段信息流；中央控制器将全网段中的目标信息进行融合载波,以同步全网段信息流。以解决目前相关的制动系统仅使用时间戳的方式进行了时间同步,未达到空间同步和时空同步的技术问题。(The invention discloses a system and a method for space-time synchronous control of multiple sensor signals of an ADAS (advanced vehicle analysis System), belonging to the technical field of vehicles.A light collection module collects natural sunlight to obtain reference light wave signals which have consistent vibration directions and can carry carriers; after the reference light wave signals are transmitted into the vehicle optical network through the optical door, part of energy is consumed through the light consumption device, so that target reference light wave signals representing the time before the current moment exist on each optical network of the vehicle; the optical carrier device loads the output information of each element ECU on a target reference optical wave signal to obtain target information after carrier; the sub-controllers fuse the target information in a plurality of network segments connected with the sub-controllers with carrier waves to synchronize partial network segment information flows; and the central controller fuses the target information in the whole network segment with carrier waves to synchronize the information flow of the whole network segment. The technical problems that the time synchronization is carried out in a mode that the related brake system only uses a time stamp at present and the space synchronization and the space-time synchronization are not achieved are solved.)

1. An ADAS system multi-sensor signal space-time synchronization control system, comprising: the system comprises an optical acquisition module, an optical gate, an optical loss device, an optical carrier, a sub-controller and a central controller;

the method comprises the following steps that an optical acquisition inlet and/or a newly-added optical acquisition inlet existing on an existing sensor is used as an optical inlet end of an optical acquisition module, and natural sunlight is collected by the optical acquisition module to obtain reference optical wave signals which are consistent in vibration direction and can carry carriers;

the optical gate is connected with the optical acquisition module and the optical network in the vehicle and is used for transmitting the reference optical wave signal into the optical network of the vehicle;

the light dissipation device is arranged in the sub-controller and/or the central controller, and a reference light wave signal input into the vehicle optical network consumes part of energy through the light dissipation device, so that a target reference light wave signal representing the time before the current moment exists on each optical network of the vehicle;

the optical carrier is used for loading the output information of each element ECU on a target reference optical wave signal to obtain target information after carrier, and transmitting the target information in an optical network;

the sub-controllers fuse the target information in a plurality of network segments connected with the sub-controllers into a carrier wave to synchronize partial network segment information flow;

the central controller fuses the target information in the whole network segment into carriers, and each optical network is converged at one carrier point to synchronize the information flow of the whole network segment.

2. The system of claim 1, wherein the light collection module comprises a filter a, a filter B, a noise reduction filter and an observation filter arranged in sequence;

the light wave polarization angles of the optical filter A and the optical filter B are different, the optical filter A and the optical filter B are longitudinally arranged, and only one direction of light waves is selected after passing through the optical filter A and the optical filter B;

the noise reduction filter is a filter plate which is manufactured by combining multiple layers of filter plates with specific multiples, and the frequency is an integral multiple value;

the reduction of the incoming sunlight by geometric multiples of the viewing filter is used to reduce the illumination intensity without changing the light property parameters.

3. The system according to claim 1 or 2, wherein the central controller selects a characteristic point corresponding to the target lightwave amplitude from the target reference lightwave signal as a first characteristic starting point, and the central controller obtains the central characteristic frequency by loading the central characteristic frequency after the first characteristic starting point through a carrier device of the central controller.

4. The system of claim 3, wherein each element ECU reads the central characteristic frequency as the second characteristic starting point, and after each element ECU completes its own calculation, the element ECU transmits the output information of each element ECU to the optical carrier, and the optical carrier completes the carrier according to the second characteristic starting point to obtain the carrier-performed target information.

5. A multi-sensor signal space-time synchronization control method of an ADAS system is characterized by comprising the following steps:

sunlight enters through a light collection inlet arranged on a vehicle body, and a reference light wave signal which has consistent vibration direction and can carry waves is formed through a light collection module;

the reference light wave signal enters the vehicle optical network through the optical door and is naturally dissipated through a light dissipation device built in the sub-controller and/or the central controller, so that a target reference light wave signal representing the time before the current moment exists on each optical network of the vehicle;

loading output information of each element ECU on a target reference optical wave signal through an optical carrier to obtain target information after carrier, and transmitting the target information in an optical network;

fusing carrier waves with target information in a plurality of network segments connected with a sub-controller through the sub-controller so as to synchronize partial network segment information flow;

and fusing carrier waves with target information in the whole network segment through the central controller, and converging each optical network at a carrier wave point to synchronize the information flow of the whole network segment.

6. The method according to claim 5, wherein the light collection module comprises a filter A, a filter B, a noise reduction filter and an observation filter which are arranged in sequence;

the light wave polarization angles of the optical filter A and the optical filter B are different, the optical filter A and the optical filter B are longitudinally arranged, and only one direction of light waves is selected after passing through the optical filter A and the optical filter B;

the noise reduction filter is a filter plate which is manufactured by combining multiple layers of filter plates with specific multiples, and the frequency is an integral multiple value;

the reduction of the incoming sunlight by geometric multiples of the viewing filter is used to reduce the illumination intensity without changing the light property parameters.

7. The method according to claim 5 or 6, wherein after obtaining, by the light dissipation device, a target reference lightwave signal characterizing a time prior to the current time on each of the vehicular lightnetworks, the method further comprises:

the central controller selects a characteristic point corresponding to the target light wave amplitude from the target reference light wave signal as a first characteristic starting point, and the central controller carries a self characteristic frequency after the first characteristic starting point through a self carrier device to obtain a central characteristic frequency.

8. The method of claim 7, wherein after the central controller obtains the central characteristic frequency by loading the self characteristic frequency after the first characteristic starting point through the self carrier device, the method further comprises:

and after each element ECU finishes self calculation, the output information of each element ECU is transmitted to the optical carrier device, and the optical carrier device finishes carrier according to the second characteristic starting point to obtain the target information after carrier.

Technical Field

The invention belongs to the technical field of vehicles, and particularly relates to an ADAS system multi-sensor signal space-time synchronous control system and method.

Background

The time synchronization technology is an indispensable link in advanced driving assistance system ADAS control field, and original vehicle signals are all sent in order, and the controller receives in order, if open the windscreen wiper switch after, the BCM vehicle controller received the signal behind tens of ms, and then requested the windscreen wiper controller. Which is a single pass. However, in the current day when intelligent driving is developed, vehicle data are greatly fused, and the number of sensors required by the ADAS for intelligent driving is more than that of the sensors, such as: millimeter wave radar, environmental perception cameras, angle radar, ultrasonic radar, vision cameras, and the like; actuators needing to be controlled are also multiple, such as EMS \ ESC \ EPS and the like; the mechanism controller unit ECUs are in the same network segment, and are also forwarded through gateways in different network segments (necessarily with larger delay), and the signal sending periods of the mechanism controller unit ECUs are different. However, the intelligent driving control has a very high requirement for signal simultaneity, if the front sensors recognize that the front target vehicle 1 is changed, and the target vehicle position is changed after tens or hundreds of ms, if the controller receives and processes the signal information in sequence, the target state cannot be judged, and even the ADAS system sends out an incorrect execution request, which causes an accident. The existing mature solution is a timestamp, when each sensor unit ECU broadcasts output information to the CAN network, a periodic cycle signal, 1, 2, 3, …, N, is set at the same time (each signal period changes 1 time, the maximum N signal periods are set according to the safety level of the ECU, generally, the N period time is slightly longer than the maximum working condition ECU signal processing time); and (4) verifying the time stamp at the required moment by each sensor, uniformly extracting the signal group of the specific digital mark of each sensor at the moment, and calculating the current moment.

For example, the angle sensor on the vehicle is an entity sensor, the signal processing is fast, the T time sends out an angle signal, and the timestamp signal is 1; the method comprises the following steps that an environment sensing camera on a vehicle needs a chip to read a video, information in the video is extracted and converted into a vehicle state distance speed signal to be output, the processing speed is low for about 200ms, and a timestamp signal sent after T time receiving information and conversion is 1; however, after 200ms, the angle sensor sends out an angle signal after about 4 signal periods, the timestamp signal is 4, and the latest sent signal and the signal sent by the environment sensing camera enter a CAN bus at the same time; so a sequential signal extraction method cannot be used; therefore, the sensor with high requirement for time synchronism will extract the signal group with the same time stamp as its own signal input. The existing timestamp signal synchronization method is simple in scheme and beneficial to implementation and popularization. But in the face of automotive networks with thousands of times increased data volumes, they are no longer adapted to the current needs. There are mainly the following problems:

1) the chain reaction caused by the unequal signal periods shows that: supposing that the signal period of the controller ECU A is 20ms, the controller ECU A cannot calculate an output signal group within 20ms due to the fact that the A is disturbed or the calculation is complex at a certain moment; resulting in unequal spacing of the two signals; further, the other controllers are not overtime due to the fact that the signals are not received, and the two signals are not uniform in interval; after the multiple groups of transmission amplification are carried out, the delay is greater than the safety requirement, and the system crashes and exits.

2) Due to the inversion of the signal time sequence, the controller ECU of the controller A cannot calculate an output signal group within 20ms because the A is disturbed at a certain moment or the calculation is complex; but normal output is simply and quickly calculated at the next moment; causing the timestamp to appear first on the CAN network; the reason why the previous time signal does not appear can not be judged temporarily by other controllers; triggering to deal with frame loss or other feedback judgment. In order to ensure comprehensive and timely signals, the ECU of each controller synchronously broadcasts all signal groups of 1-N marked timestamp signals to the CAN network segment in an instant broadcast mode, each group of signals contains all parameter information, and useful signals are read according to the requirements of the controller, so that the network load is extremely large.

Disclosure of Invention

Aiming at the defects or the improvement requirements of the prior art, the invention provides an ADAS system multi-sensor signal time-space synchronization control system and method, which aim to solve the technical problem that the time synchronization is carried out in a mode that the related brake system only uses a timestamp, and the space synchronization and the time-space synchronization are not achieved.

To achieve the above object, according to an aspect of the present invention, there is provided an ADAS system multi-sensor signal space-time synchronization control system, including: the system comprises an optical acquisition module, an optical gate, an optical loss device, an optical carrier, a sub-controller and a central controller;

the method comprises the following steps that an optical acquisition inlet and/or a newly-added optical acquisition inlet existing on an existing sensor is used as an optical inlet end of an optical acquisition module, and natural sunlight is collected by the optical acquisition module to obtain reference optical wave signals which are consistent in vibration direction and can carry carriers;

the optical gate is connected with the optical acquisition module and the optical network in the vehicle and is used for transmitting the reference optical wave signal into the optical network of the vehicle;

the light dissipation device is arranged in the sub-controller and/or the central controller, and a reference light wave signal input into the vehicle optical network consumes part of energy through the light dissipation device, so that a target reference light wave signal representing the time before the current moment exists on each optical network of the vehicle;

the optical carrier is used for loading the output information of each element ECU on a target reference optical wave signal to obtain target information after carrier, and transmitting the target information in an optical network;

the sub-controllers fuse the target information in a plurality of network segments connected with the sub-controllers into a carrier wave to synchronize partial network segment information flow;

the central controller fuses the target information in the whole network segment into carriers, and each optical network converges at a carrier point to synchronize the information flow of the whole network segment.

In some optional embodiments, the light collection module comprises a filter a, a filter B, a noise reduction filter, and an observation filter, which are arranged in sequence;

the light wave polarization angles of the optical filter A and the optical filter B are different, the optical filter A and the optical filter B are longitudinally arranged, and only one direction of light waves is selected after passing through the optical filter A and the optical filter B;

the noise reduction filter is a filter plate which is manufactured by combining multiple layers of filter plates with specific multiples, and the frequency is an integral multiple value;

the reduction of the incoming sunlight by geometric multiples of the viewing filter is used to reduce the illumination intensity without changing the light property parameters.

In some optional embodiments, the central controller selects a characteristic point corresponding to the target lightwave amplitude from the target reference lightwave signal as a first characteristic starting point, and the central controller obtains the central characteristic frequency by loading its own characteristic frequency after the first characteristic starting point through its own carrier device.

In some optional embodiments, each element ECU reads the central characteristic frequency as the second characteristic starting point, and after each element ECU completes its own calculation, the element ECU transmits the output information of each element ECU to the optical carrier, and the optical carrier completes carrier according to the second characteristic starting point to obtain the target information after carrier.

According to another aspect of the present invention, there is provided an ADAS system multi-sensor signal space-time synchronization control method, including:

sunlight enters through a light collection inlet arranged on a vehicle body, and a reference light wave signal which has consistent vibration direction and can carry waves is formed through a light collection module;

the reference light wave signal enters the vehicle optical network through the optical door and is naturally dissipated through a light dissipation device built in the sub-controller and/or the central controller, so that a target reference light wave signal representing the time before the current moment exists on each optical network of the vehicle;

loading output information of each element ECU on a target reference optical wave signal through an optical carrier to obtain target information after carrier, and transmitting the target information in an optical network;

fusing carrier waves with target information in a plurality of network segments connected with a sub-controller through the sub-controller so as to synchronize partial network segment information flow;

and fusing carrier waves with target information in the whole network segment through the central controller, and converging each optical network at a carrier wave point to synchronize the information flow of the whole network segment.

In some optional embodiments, the light collection module comprises a filter a, a filter B, a noise reduction filter, and an observation filter, which are arranged in sequence;

the light wave polarization angles of the optical filter A and the optical filter B are different, the optical filter A and the optical filter B are longitudinally arranged, and only one direction of light waves is selected after passing through the optical filter A and the optical filter B;

the noise reduction filter is a filter plate which is manufactured by combining multiple layers of filter plates with specific multiples, and the frequency is an integral multiple value;

the reduction of the incoming sunlight by geometric multiples of the viewing filter is used to reduce the illumination intensity without changing the light property parameters.

In some optional embodiments, after obtaining, by the light dissipation device, a target reference lightwave signal on each optical network of the vehicle characterizing a time prior to the current time, the method further comprises:

the central controller selects a characteristic point corresponding to the target light wave amplitude from the target reference light wave signal as a first characteristic starting point, and the central controller carries a self characteristic frequency after the first characteristic starting point through a self carrier device to obtain a central characteristic frequency.

In some optional embodiments, after the central controller obtains the central characteristic frequency by loading the own characteristic frequency after the first characteristic starting point through the own carrier device, the method further includes:

and after each element ECU finishes self calculation, the output information of each element ECU is transmitted to the optical carrier device, and the optical carrier device finishes carrier according to the second characteristic starting point to obtain the target information after carrier.

In general, compared with the prior art, the above technical solution contemplated by the present invention can achieve the following beneficial effects:

(1) according to the invention, through an automatic time synchronization control mode in a specific scene, the existing reference light wave with light as the reference is adopted, and under the condition that the optical signal is the time synchronization reference, according to the specific characteristic point in the light wave as the reference point, each controller ECU carries out carrier wave respectively behind the characteristic point, so that the signal after signal processing is timely transmitted to the Ethernet network through the optical carrier, the signal requirements of part of controllers are met, the continuity of the signal is also ensured, and a basic solution is provided for higher-level automatic driving control.

(2) A control mode of multi-sensor signal time-space synchronization of an ADAS system ensures the high accuracy of vehicle information through the data synchronization of multiple circulating carriers; under the background of fusing big data of a control mode of multi-sensor signal time-space synchronization of an ADAS system, different functions are deeply mined, and customer experience is improved; the invention is simple and practical, is suitable for all vehicle types and operates in a modularized way; the traditional time synchronization and information transmission scheme is similar to social logistics. Concentrate processing behind the raw materials is concentrated in the mill, and each mill of back is being sent the product of same day to letter sorting center, and the product of same day is concentrated the packing and is sent the low reaches to the letter sorting center, and the inefficiency is made mistakes easily, and is not suitable for today of present automobile electrical apparatus development, and each automobile component all is sensor sending monitoring information now, also all is that the executor undertakes partial function, and the production is again consumed and is not original simple upstream and downstream relation again promptly.

Drawings

FIG. 1 is an exemplary process of a target identification phase before time synchronization is performed according to an embodiment of the present invention;

FIG. 2 is an exemplary process of a cognitive decision stage before time synchronization is performed according to an embodiment of the present invention;

FIG. 3 is an exemplary process of a vehicle control phase provided by an embodiment of the present invention prior to time synchronization;

FIG. 4 is a block diagram of an ADAS system multi-sensor signal space-time synchronization control system according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of an architecture of a control method for space-time synchronization of multiple sensor signals of an ADAS system according to an embodiment of the present invention;

fig. 6 is a structural diagram of a light filtering and noise reducing structure of a light collection module according to an embodiment of the present invention;

fig. 7 is a schematic diagram of an optical gate according to an embodiment of the present invention, wherein (a) is a basic schematic diagram, and (b) is a structural schematic diagram;

FIG. 8 is a science popularization description or conception drawing of an invention provided by an embodiment of the present invention;

fig. 9 is a diagram of an optical signal after space-time synchronization according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

In the present examples, "first", "second", etc. are used for distinguishing different objects, and are not necessarily used for describing a particular order or sequence.

The time stamp mode used by the related brake system at present is used for time synchronization, the problem is not obvious when the sensors are few, no time-space synchronization exists in the automatic driving system which is supposed to be fused by the automatic driving full sensors at present, and the serious consequences are caused in several links of target identification, cognitive decision and vehicle control.

(1) A target identification stage: the existing automatic driving perception system is basically a multi-sensor fusion system, in the fusion process of a plurality of sensors, if no space-time synchronization exists, the coordinate systems of the sensors cannot be unified, the measurement time cannot be accurately obtained, the sensors are lost into a filter during fusion, and the result is disastrous. A typical procedure before time synchronization is shown in fig. 1.

On the premise of not considering the movement of the self vehicle, assuming that an obstacle is making a curvilinear movement S in a sensing range, two different sensors can observe the obstacle, and the trajectories S1 and S2 of the obstacle are respectively given. However, the sampling periods of the two sensors are different, and the data processing complexity is different, so that a certain time difference exists between the data received in the fusion link. In the fusion link, the real sampling time of each sensor is unknown, and the data can only be treated as the latest data processing, namely, the default is the measurement result at the same moment, so that the data at different moments are wrongly matched together, and finally, wrong obstacle position and speed estimation (curve S') is given.

(2) In the cognitive decision stage, the current high-level automatic driving scheme basically cannot be separated from a high-precision electronic map, so that two important information sources exist in the input of decision planning, one is the above-mentioned target recognition, the other is the high-precision map, one is posterior information, the other is prior information, under the condition of no time synchronization, the two information sources are processed by using the Bayesian filtering thought, namely, the coordinate conversion is carried out simply, so that the big problem is generated, and the result is catastrophic. A typical procedure before time synchronization is shown in fig. 2.

Supposing that the vehicle runs at a high speed on a curve, a static obstacle is arranged in front of the same lane, the obstacle is sensed and identified at the time t1, the high-precision map at the time t2 gives peripheral map information according to a positioning result, when the decision planning receives the two information, if time synchronization is not considered, a cognitive link directly superposes the two results through coordinate conversion, and then the conclusion that the obstacle presses a lane line is obtained, so that an incorrect decision planning result, namely the vehicle should directly decelerate to stop or change lanes to the right to avoid the obstacle, is made, the result is possibly an action of avoiding the obstacle in the left lane, and the situation is called artificial intellectual disability.

(3) The information source of vehicle control in the vehicle control phase is decision planning, the problem of multi-source fusion does not exist, the information source seems to be irrelevant to the space-time synchronization, but after the series of processes of not considering the space-time synchronization, and the time delay from the beginning of the decision planning to the end of the vehicle control, the result of not considering the space-time synchronization is disastrous without any problem. A typical procedure before time synchronization is shown in fig. 3.

At the time t1, a stationary obstacle is present on the roadside, the roadside normally needs to avoid left to bypass the obstacle, and through the fusion and cognition decision process without considering space-time synchronization, the planned trajectory has a collision risk (deceleration and path re-planning may be triggered when a new sensing result is subsequently received, and collision is not necessarily really caused), and if the problem of space-time synchronization is not considered at the control time, the planned trajectory is executed as a planning result at the current time, so that a translation is generated between an actual execution result and an expected result in the driving direction, and further the collision risk is increased.

Example one

The invention provides a control mode of multi-sensor signal time-space synchronization of an ADAS system, and correspondingly provides a new idea of vehicle signal time-space synchronization control. The technical premise of the invention is as follows: the sunlight has the characteristics of high homology, same frequency and high parallelism. Description of the drawings: normal fiber optic communication requires large-scale high-power terminals, which obviously cannot be placed on a motor vehicle. But sunlight is due to: 1) solar homeotropic parallelism: the light source is far away from the earth, so the light included angle is very small and even can not be measured, namely on a non-astronomy scale and on two arbitrary sampling points on a scale of several meters or dozens of hundreds of meters, the frequency, the amplitude and the composition of sunlight are completely consistent and parallel at the same time. Therefore, if a high-precision optical terminal is not needed, sunlight subjected to the same filtering processing can be introduced into different network segments to serve as a basic light source signal capable of carrying. 2) Uncertainty of sunlight: because each component of the sunlight is changed at any time, the frequency, the amplitude and the components of the sunlight are completely different at different moments, and the characteristics of the sunlight and the time form a unique corresponding relation.

The invention designs a brand-new light path applied to an automobile, which utilizes the existing acquisition inlets and necessary newly added light acquisition inlets on an environment sensing sensor, a look-around camera and a sunlight and rainfall sensor as shown in figure 4; optical fibers are respectively connected in series with each network segment and the main time synchronization high-demand controller. Different light paths are crossed and interacted at a central gateway or a domain controller of each system. The system carries out carrier wave after aligning the high-amplitude or high-frequency characteristic points after sunlight filtering, and is used for data exchange and transmission.

The light energy is reduced by using the existing light energy dissipation device on the light path, the light energy dissipation device is adjusted to enable the light to be normally dissipated in the light path, repeated filtering calculation of each sensor after the light enters at a new subsequent moment is prevented, and insufficient calculation force is prevented. The existing light is normally dissipated in the light path, and each controller can complete carrier control at any time.

Fig. 4 is a structural design diagram of an ADAS system multi-sensor signal space-time synchronization control system according to an embodiment of the present invention, including:

a light collection module: the device is composed of a plurality of subunits and aims to collect natural sunlight as a reference light wave signal for information transmission;

wherein, as shown in fig. 5, the light collection module inlet: an existing acquisition inlet or a newly added acquisition inlet is arranged on an environment sensing sensor, a look-around camera and a sunlight and rainfall sensor; sunlight is selected from a plurality of different points (generally, time synchronization requirement is high or the same network segment is selected) on a plurality of points on a vehicle body to enter the light collection module.

As shown in fig. 6, the light collection module includes an optical filter a, an optical filter B, a noise reduction optical filter, and an observation optical filter, which are sequentially arranged;

the optical filter A and the optical filter B are longitudinally arranged, and only optical waves in one direction are selected after filtration, so that later-stage carrier waves and calculation are facilitated;

observing that the optical filter only weakens the incoming sunlight in geometric multiples, namely only reducing the illumination intensity without changing light attribute parameters (such as frequency, wave crest and the like);

the noise reduction filter is a frequency filter made by combining multiple layers of filters with specific multiples, and the artificial light is generally used for shielding the artificial light for astronomical observation because the artificial light is mostly electro-optic and the frequency is an integral multiple value.

In this embodiment, as shown in fig. 7, the light collection light gate is used as an entrance of a reference light wave entering an optical network in a vehicle, and (a) in fig. 7 is a basic principle schematic diagram, and (b) is a structural schematic diagram, wherein the light gate has a structure similar to that of a camera lens, but has no lens rear end imaging end, and can guide natural light into a subsequent device after a natural light constraint range. As a preferred embodiment, the lens assembly of the optical gate structure includes three lenses coaxially arranged as shown in fig. 7 (b) for deflecting the incident light in a predetermined path so that the external light or the enhanced light source passes through the optical gate and is parallel to the propagation path in the optical fiber. Can be made by a common lens or a reverse image lens manufacturer (the radian is not marked in the figure).

In the present embodiment, the light dissipation device: in order to connect a transmission system such as an optical network, a reference optical wave signal consumes part of energy (the optical energy dissipation device is adjusted in the optical fiber to enable light to be normally dissipated in an optical path, repeated filtering calculation of each sensor after the light enters a new subsequent moment is prevented, and insufficient calculation force is prevented, wherein the repeated total reflection propagation of the light in the normal optical fiber hardly consumes), and the reference optical wave signal is arranged in a sub-controller or a central controller.

An optical carrier: the signal calculated by the element ECU can be loaded on the dissipated target reference lightwave signal to transmit target information;

a photoelectric conversion unit: the traditional CAN signal and the optical signal CAN be converted with each other;

the whole vehicle optical network is used for transmitting each sensing signal of the vehicle in real time;

the ESC brake auxiliary unit is used for executing a corresponding deceleration request to complete the basic function of large deceleration brake and complete the deceleration request of longitudinal control of the vehicle;

the sub-controller synchronizes information of a plurality of optical network segments connected with the sub-controller and interacts information of partial network segments; storing basic sub-controller function algorithm;

the central controller synchronizes all network segment information of the vehicle, each optical network is converged at a carrier point, and the information of the whole network segment is interacted; and storing the function algorithm of the whole vehicle level system.

The image metaphor of the scheme of the invention is as follows: at present, the traditional time synchronization scheme is better than that of different factory products, labels are pasted on the factory after the factory leaves, then trucks with corresponding numbers are delivered in a unified mode on a transfer station after the trucks are collected, and abnormal conditions that the products cannot be collected, the delivery intervals are uneven, the trucks overtake and the like exist inevitably. As shown in figure 8, the scheme of the invention is better than a plurality of disks rotating at high speed, holes are arranged on the disks, and the information rod transversely passes through each disk to achieve the aim of information communication. The information may come from any disk, either forward or backward or extending from the middle. The highly synchronous fusion transmission of real data information is realized.

Example two

The control method of the multi-sensor signal space-time synchronous control system based on the ADAS system comprises the following steps:

(1) sunlight enters from a plurality of light collecting inlets arranged on a vehicle body, wherein the light collecting inlets enter by utilizing the existing collecting inlets on an environment perception sensor, a looking-around camera and a sunlight and rainfall sensor, and also enter by newly arranging collecting inlets;

(2) sunlight passes through the light collection module, and forms reference light wave signals which have consistent vibration directions and can carry waves after filtering, noise reduction and illumination intensity reduction processing;

(3) the reference light wave signal enters an optical network in the vehicle through an optical door;

the optical door structure is similar to the camera lens, but the optical door structure is not provided with a lens rear-end imaging end, and natural light can be guided into a subsequent device within a constrained range. As a preferred embodiment, the lens assembly of the optical gate structure includes three lenses coaxially arranged as shown in fig. 7 (b) for deflecting the incident light in a predetermined path so that the external light or the enhanced light source passes through the optical gate and is parallel to the propagation path in the optical fiber. Can be made by a common lens or a reverse image lens manufacturer (the radian is not marked in the figure).

(4) The reference light wave signal is naturally dissipated through a light dissipation device which is arranged in a sub-controller or a central controller;

the dissipation time can be designed according to the actual design requirement of the vehicle by taking the maximum reaction time of part of the sensors, such as 800 ms.

As a preferred embodiment, each single ECU (controller) carries out a standard electromagnetic compatibility PV design verification test, an item with the longest reaction time average value in test items is taken for carrying out a robustness test, then the reaction time distributed by 90% of quantiles is taken, the fixed redundancy time is increased, and the whole is taken.

Such as: the maximum average value of the delay of the most severe working condition of a certain sensor is 537ms, 90% of test results can output results within 670ms after robustness test is independently carried out, 770ms redundancy is taken upwards, and 800ms is rounded. Wherein, if the calculation force of the automobile core algorithm such as a central controller is enough, the calculation force can be as long as possible.

After the light consumption arrangement, each optical network of the vehicle has a section of target reference light wave signal which can represent 800ms-0s before the current time, and the time which can be represented is unique because the light wave is a natural wave.

(5) In the target reference lightwave signal, a certain characteristic point (natural light is possible to appear, and the normal equipment carrier is far lower than the amplitude thereof according to the protocol setting) corresponding to the target lightwave amplitude is taken as a first characteristic starting point by the central controller, and the central controller carries the characteristic frequency thereof behind the first characteristic starting point through the carrier device thereof to obtain the central characteristic frequency;

description of vibration amplitude: namely the amplitude of the optical signal light wave, the artificial carrier amplitude does not exceed the appointed threshold value according to the protocol requirement, but the high-amplitude light wave which appears in the unstable natural light can be used as a reference point.

Description on feature points: sunlight is high-frequency light, the number of the desirable characteristic points in a period of time is huge, and the requirement of data transmission is far greater.

The characteristic point corresponding to the target light wave amplitude may be a characteristic point corresponding to a higher light wave amplitude, for example, the light wave amplitude is greater than a predetermined specific value.

(6) Each element ECU reads the central characteristic frequency as a second characteristic starting point;

(7) after each element ECU completes self calculation, the calculated information is transmitted to an external or self-contained optical carrier device in time, and the carrier is completed according to the received second characteristic starting point section to obtain target information;

(8) the sub-controllers fuse the target information in a plurality of network segments into carriers and synchronize partial network segment information flow;

(9) the central controller fuses the target information of the whole network segment with carrier waves and synchronizes the information flow of the whole network segment.

Through the control method, as shown in fig. 9, the target reference light wave signal 800ms-0s before the current previous time always flows in the vehicle, and the target reference light wave signal enriches all information as each ECU completes calculation. And the time is highly aligned by taking the characteristic points in the natural light wave as a reference.

It should be noted that, according to the implementation requirement, each step/component described in the present application can be divided into more steps/components, and two or more steps/components or partial operations of the steps/components can be combined into new steps/components to achieve the purpose of the present invention.

It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.