CN115098072A

CN115098072A - Novel software architecture for vehicle

Info

Publication number: CN115098072A
Application number: CN202210727622.9A
Authority: CN
Inventors: 张健康; 张兵; 王怡玺; 陈同山; 胡文涛; 张甲举; 尤月; 牛亚琪
Original assignee: Zhejiang Geely Holding Group Co Ltd; Weirui Electric Automobile Technology Ningbo Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Weirui Electric Automobile Technology Ningbo Co Ltd; Zhejiang Zeekr Intelligent Technology Co Ltd
Priority date: 2022-06-22
Filing date: 2022-06-22
Publication date: 2022-09-23

Abstract

The present invention provides a novel software architecture for a vehicle, comprising: application layer software (ASW) comprising at least one first software component (SWC); a base layer software (BSW) comprising at least one second software component (SWC); and an intermediate layer (Interface) including a first signal Interface corresponding to the first software component of the application layer software and a second signal Interface corresponding to the second software component of the base layer software for performing corresponding signal transmission, the application layer software and the base layer software transmitting control instructions to corresponding execution devices through the intermediate layer to implement at least one function control. The ASW and the BSW are completely isolated by adding the intermediate layer, so that the ASW and the BSW are completely decoupled, the independent design of respective functional modules of the ASW and the BSW is realized, and the ASW and BSW integrated circuit has the advantages of highly-aggregated functions and convenience in function fusion.

Description

Novel software architecture for vehicle

Technical Field

The invention relates to the technical field of automobiles, in particular to a novel software architecture for a vehicle.

Background

The current automobile industry is developing towards the direction of electric control, intellectualization and networking at a high speed, the trend further promotes the upgrading and upgrading of vehicle-mounted chips, and more in-vehicle actuators are controlled by electronic control units, so that the quantity of vehicle-mounted end software is increasingly complex and huge, and home and abroad automobile manufacturing host machines increase the software investment of automobile research and development. Software development of domestic electronic control units is relatively independent for a long time, and great software development workload can be generated by in-vehicle function adjustment and upgrading and in-vehicle electronic control unit addition or update iteration. Therefore, a service-oriented architecture concept is introduced, functions in the automobile are subjected to service design and are realized by software, so that decoupling of the service functions is guaranteed, and secondary development cost is reduced.

At present, automobile host plants are all pushing a regional controller, a regional controller and even a central super-calculation unit, and the main purpose of the automobile host plants is to integrate certain functions together and integrate software into the same controller, so that the aims of improving the software running speed, optimizing the whole automobile architecture and reducing the whole automobile cost are fulfilled. The mainstream software architecture in the current controller is basically as shown in fig. 1, and the same modules with different functions are integrated together in application layer software (ASW) to implement the main architecture, and then the calculation result is transmitted out of the control execution module through base layer software (BSW). Such a software architecture is not beneficial to function decoupling, for example, when a certain function in one controller needs to be moved up to another controller, each module of application layer software in the controller needs to be changed, which increases the risk caused by software change, so a new software architecture needs to be developed to adapt to the current development trend of the entire vehicle architecture.

In addition, the application layer software (ASW) and the base layer software (BSW) in the software architecture of the prior art are not decoupled, which may cause mutual influence between the development of the application layer and the development of the underlying layer, for example, the BSW resolves a signal from the bus, both the ASW and the BSW use the signal, and then the ASW must use the signal after the BSW resolves the signal, or at least needs the BSW to provide the resolved signal name, so that the development and use of the ASW and the BSW are affected, which may affect the parallel development and development cycle of the ASW and the BSW. Therefore, we also need to further solve the problem of decoupling ASW from BSW from this point of view.

Disclosure of Invention

In view of the above-described drawbacks of the prior art, it is an object of the present invention to provide a new software architecture for a vehicle.

To achieve the above and other related objects, the present invention provides a novel software architecture for a vehicle, comprising:

application layer software (ASW) comprising at least one first software component (SWC);

a base layer software (BSW) comprising at least one second software component (SWC); and

an intermediate layer (Interface) including a first signal Interface corresponding to the first software component of the application layer software and a second signal Interface corresponding to the second software component of the base layer software for respective signal transmission, the first software component of the application layer software and the second software component of the base layer software transmitting control instructions to respective execution devices through the intermediate layer to implement at least one function control.

In a preferred embodiment of the invention, said first software component of said application layer software comprises at least one first subsystem for implementing corresponding sub-functional module logic.

In a preferred embodiment of the present invention, the first software component of the application layer software includes a plurality of the first subsystems, and the plurality of the first subsystems may be independent from each other or have corresponding associations.

In a preferred embodiment of the present invention, the application layer software includes a plurality of the first software components, and the plurality of the first software components are independent of each other.

In a preferred embodiment of the present invention, the base layer software includes a plurality of the second software components, and the plurality of the second software components are independent of each other.

In a preferred embodiment of the present invention, when the application layer software needs to use a bus signal a transmitted over an automobile bus, the second software component corresponding to the base layer software receives the bus signal a from the automobile bus through a signal transceiver, analyzes the bus signal a into a signal a1, sends the analyzed signal a1 to the intermediate layer through the second signal interface, assigns the signal a1 to the signal a2 in the intermediate layer, and sends the signal a2 to the first software component corresponding to the application layer software through the first signal interface.

In a preferred embodiment of the present invention, when the application layer software needs to send a signal b1 to the vehicle bus, the first software component corresponding to the application layer software sends the signal b1 to the middle layer through the first signal interface corresponding to the middle layer, the middle layer assigns the signal b1 to b2, the middle layer sends the signal b2 to the base layer software BSW through the second signal interface corresponding to the middle layer software, and the second software component corresponding to the base layer software assigns the signal b2 to a bus signal b and sends the bus signal b to the vehicle bus.

In a preferred embodiment of the invention, the application layer software, the intermediate layer and the base layer software are provided in a controller of the vehicle.

In a preferred embodiment of the present invention, the application layer software includes a plurality of the first software components for implementing a plurality of mutually independent functional logics, wherein each of the first software components can be removed from the application layer software in a manner that does not affect the normal operation of the other first software components, or can be transplanted into other controllers of the vehicle.

In a preferred embodiment of the present invention, the base layer software includes a plurality of the second software components, wherein each of the second software components can be removed from the base layer software or migrated to other controllers of the vehicle in a manner that does not affect the normal operation of the other second software components.

The ASW functional modules in the novel software architecture provided by the invention are independently designed, and the novel software architecture at least has the following advantages:

a. the functions are highly aggregated, so that the integrity is better;

b. the functions are convenient to fuse, and the flexibility is high;

c. when the software is modified, the software with other functions is not influenced, and the risk brought by modifying the software is reduced;

d. professional people can do professional things conveniently, engineers only need to master a certain function skillfully, all software modules of the function can be developed, and the software modules can do better.

The novel software architecture of the invention isolates ASW and BSW, and can at least bring the following positive technical effects:

ASW and BSW can be independently developed and independently tested and verified without mutual influence;

ASW and BSW can be developed in parallel, and the development period is shortened;

c. the ASW software platform is facilitated, no matter who the BSW is developed, and how the Interface is changed, the ASW does not need to change the Interface, and only the BSW needs to be matched through the Interface.

Drawings

FIG. 1 is a diagram of a prior art software architecture for a vehicle.

FIG. 2 is a diagram illustrating a novel software architecture according to the present invention.

FIG. 3 is a schematic diagram of signal transmission according to a preferred embodiment of the present invention.

FIG. 4 is a schematic diagram of signal transmission according to another preferred embodiment of the present invention.

FIG. 5 is a diagram illustrating a novel software architecture according to a preferred embodiment of the present invention.

Detailed Description

The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. It is also to be understood that the terminology used in the examples is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. Test methods in which specific conditions are not specified in the following examples are generally carried out under conventional conditions or under conditions recommended by the respective manufacturers.

Please refer to fig. 1 to 5. It should be understood that the structures, ratios, sizes, and the like shown in the drawings and described in the specification are only used for matching with the disclosure of the specification, so as to be understood and read by those skilled in the art, and are not used to limit the conditions under which the present invention can be implemented, so that the present invention has no technical significance, and any structural modification, ratio relationship change, or size adjustment should still fall within the scope of the present invention without affecting the efficacy and the achievable purpose of the present invention. In addition, the terms such as "upper", "lower", "left", "right", "middle" and "one" used in the present specification are for convenience of description only and are not intended to limit the scope of the present invention, and changes or modifications of the relative relationship thereof may be made without substantial technical changes and modifications.

The novel software architecture provided by the invention can solve the two problems of the current automobile software architecture as described above:

firstly, various functions of each software layer are not decoupled, so that the function fusion is not facilitated, and when the software function is transplanted, the software change amount is large and the risk is large.

Aiming at the problem that functions in the current vehicle software architecture are not decoupled, the invention independently designs each function block software, and realizes the decoupling among the functions by designing sub-modules (such as a display module and a fault processing module in a charging function) related to each function into a large module (a software component (SWC)).

Another problem is that decoupling between ASW and BSW can cause the development of BSW and ASW to affect each other, which is not conducive to parallel development, affects development cycle, and is not conducive to ASW software platformization.

For the problem of decoupling of the ASW and the BSW in the current framework, the ASW and the BSW are isolated by the method, independent interface variables are used respectively, and finally the variables on the two sides are connected. Specifically, the ASW and the BSW are isolated by adding an interface, and finally the ASW and the BSW are linked by the interface, so that the ASW and the BSW are decoupled.

At present, a software architecture of a controller for a vehicle in the prior art is basically configured as shown in fig. 1 and is divided into an application layer (ASW) and a base layer (BSW), where the ASW mainly performs implementation of a functional logic strategy, and the BSW mainly performs implementation of some basic functions such as signal transceiving, signal analysis, fault code (DTC) storage, non-volatile data signal (NVM) storage, and code invoking operation. The ASW and the BSW coordinate and cooperate to finally send a control instruction to the actuator to realize the control of a certain function.

In order to solve the problems of the prior art, the present invention provides a novel software architecture for a vehicle, comprising: the software system comprises an application layer software (ASW) having at least one first software component (SWC), a base layer software (BSW) having at least one second software component (SWC), and an Interface (Interface) connecting the application layer software (ASW) and the base layer software (BSW). The intermediate layer comprises a first signal interface corresponding to a first software component (SWC) of the application layer software and a second signal interface corresponding to a second software component (SWC) of the base layer software for respective signal transfer. The first software component of the application layer software and the second software component of the base layer software send the control instruction to the corresponding execution device through the middle layer so as to realize at least one function control.

The application layer software ASW may comprise one or several first software components, each being independent of each other. Each first software component may include one or several first subsystems for implementing corresponding sub-function module logics, and the first subsystems may be independent from each other or have corresponding relevance.

The base layer software BSW may comprise one or several second software components, which are independent of each other. Each second software component may include one or several second subsystems for implementing corresponding sub-function module logics, and the second subsystems may be independent from each other or may have corresponding associations.

When the software framework of the invention is in operation, when the application layer software ASW needs to use a bus signal a transmitted from the vehicle bus, the second software component corresponding to the base layer software BSW receives the bus signal a from the vehicle bus through the signal transceiver, analyzes the bus signal a into a signal a1, sends the analyzed signal a1 to the intermediate layer through the second signal interface, assigns the signal a1 to the signal a2 in the intermediate layer, and transmits the signal a2 to the first software component corresponding to the application layer software ASW through the first signal interface of the intermediate layer. When the application layer software ASW needs to send the signal b1 to the automobile bus, the first software component corresponding to the application layer software ASW sends the signal b1 to the intermediate layer through the first signal interface corresponding to the intermediate layer, the intermediate layer assigns the signal b1 to the signal b2, the intermediate layer sends the signal b2 to the base layer software BSW through the second signal interface corresponding to the intermediate layer, and the second software component corresponding to the base layer software BSW assigns the signal b2 to the bus signal b and sends the bus signal b to the automobile bus. This working principle of the invention can be seen in fig. 3 and 4 simultaneously.

In the invention, the application layer software ASW, the intermediate layer software BSW and the base layer software BSW are provided in a controller of the vehicle. The application layer software ASW comprises several first software components for implementing several mutually independent functional logics, wherein each first software component can be removed from said application layer software in a way that does not affect the normal operation of the other said first software components, or can also be ported to other controllers of the vehicle. Similarly, the base layer software BSW comprises several second software components, wherein each second software component can be removed from the base layer software BSW or be migrated to other controllers of the vehicle in a way that does not affect the normal operation of the other said second software components.

Specifically, referring to fig. 2, the present invention is directed to the design of the function independence of the ASW layer, and mainly includes that logic of sub-function modules that need to be implemented by each function is separately designed into a subsystem (for example, "signal processing module", "display processing module", "fault processing module", "function 1 enabling module" … under "function 1" to "function n" in fig. 2, respectively), and finally all subsystems related to the function are integrated into a software component (SWC, "signal transceiving", "signal analysis", "DTC storage", "NVM storage" and the like of ASW, function 1-n in fig. 2, BSW), so that the function is completely modularized. If the function is not needed, the whole SWC can be abandoned when software is integrated, and the function realization of other SWCs cannot be influenced; or if the logic implementation of the function needs to be migrated to other controllers, the whole SWC only needs to be migrated, other SWCs do not need to be moved, and logic related to the SWC function does not remain in other SWCs, so that the function of reducing the code amount can be achieved.

For example, for the ac charging function, all input signals related to the ac charging function may be put into the subsystem 1, connection detection logic of the ac charging gun may be put into the subsystem 2, all judgment condition logic of the ac charging may be put into the subsystem 3, logic of the ac charging function related display function may be made into the subsystem 4, logic of the ac charging function diagnosis related function may be made into the subsystem 5, enable logic of the ac charging function may be made into the subsystem 6, all output signals related to the ac charging function may be made into the subsystem 7, and then the 7 subsystems may be put into one SWC in a unified manner, so that the SWC provides logic of the entire ac charging function. Therefore, no matter which controller the charging function logic is fused to realize, the SWC only needs to be directly transplanted to the past, and the SWC is not influenced by the change of other SWCs, and the function realization of other SWCs is not influenced.

And the other functions SWC in the software architecture of the invention and so on. Finally, a function corresponding to a software component (SWC) relationship is formed, so that the functions are highly concentrated as a whole, the function transplantation and fusion are facilitated, and the risk brought by function fusion is greatly reduced. Meanwhile, the method is also beneficial to professional engineers to exert the maximum value, for example, a certain software engineer is very familiar with the alternating current charging function, and the software development of the software engineer is mainly responsible by the software engineer, so that the software delivery quality is greatly improved. Aiming at the design of decoupling the ASW and the BSW, the invention is realized by adding an intermediate (Interface) layer, and the ASW and the BSW are completely isolated by the intermediate Interface layer. In the prior art, the interaction between the ASW and the BSW (i.e. the interaction between the signal interfaces) is specifically performed as follows: for example, the ASW needs to use a signal a transmitted from the bus, the signal is first passed through the transceiver, subjected to bottom layer parsing, and then transferred to the ASW, for example, the signal a is named as a1 after BSW parsing, the parsed signal may be used by both the ASW and the BSW, the BSW may use the signal name of a1 directly, if there is no intermediate layer, the ASW may use the signal name of a1 directly (see fig. 3, a path from the BSW to the ASW), that is, only after the BSW parses the signal a into a1 and sends the a1 to the ASW, the signal a1 may be called for the next operation. After the Interface is added by adopting the software architecture of the invention, the ASW can use a signal name at will, such as a2, and finally, only a1 needs to be assigned to a2 at the Interface layer, so that the purpose that the ASW uses the bus signal a is realized (see a path from the BSW to the Interface layer to the ASW in fig. 3).

Similarly, for example, the bus signal b is a control signal calculated by the ASW, the ASW may also define the signal name as b1, if there is no intermediate (Interface) layer, the BSW can only use b1 (see the path from the ASW to the BSW in fig. 4), if an intermediate Interface layer is added, the BSW may define the signal name as b2, and finally, only b1 needs to be assigned to b2 at the Interface layer, and the BSW assigns b2 to the bus signal b by conversion (see the path from the ASW to the Interface layer to the BSW in fig. 4).

To better understand how the BSW resolves the bus signal a in the present invention, the signal resolving process performed by the software component SWC for ac charging function mentioned earlier in this specification is illustrated below.

For example, in the case that the bus signal a is a gear signal, it is assumed that the gear signal a transmitted on the vehicle bus (e.g. CAN) has four values, which are hexadecimal numbers: 0x0, 0x1, 0x2 and 0x3, but the signal can only represent one of the values at the same time, and the four values have the following meanings:

0x 0: p-gear

0x 1: r gear

0x 2: n-gear

0x 3: d gear

If the signal a has a value of 0x0, then the BSW, upon receiving the signal via the transceiver, resolves to decimal number 0 and assigns it to a 1. If the signal a has a value of 0x1, then the BSW receives the signal via the transceiver and resolves the signal to a decimal number of 1 and assigns it to a1, and so on.

The ASW also defines four values for the signal a2, and uses the signal a2 as logic, for example, when judging that a2 is 0(P gear), charging is allowed, and when a2 is not 0, charging is not allowed, which is used for logic simulation verification of ASW software.

After the final ASW and BSW are completely developed, the intermediate layer assigns a1 to a2, and then the final software runs, a2 uses the value of a1 (i.e., the value transmitted on the CAN line) to really determine whether the entire vehicle is allowed to be charged at this time.

For example, in the case where the bus signal a is a battery voltage signal, assuming that the voltage signal is in the range of 0-450V, the signal a transmitted on the bus is in the range of 0-450V, and the corresponding hexadecimal value is in the range of 0x0000-0x01C2, if the value of a transmitted on the bus is 0x190 at this time, the BSW, upon receiving the signal via the transceiver, resolves the signal into a decimal number of 400 and assigns it to a 1.

The ASW defines the signal a2 as a variable in a range of 0-450V, uses the signal a2 as logic, for example, when judging that a2 is larger than 430V, charging is not allowed, and when a2 is smaller than 430, charging is allowed for logic simulation verification of ASW software;

Further, referring to fig. 5, a preferred embodiment of the present invention is shown. In this embodiment, the middle layer also includes several SWCs, for example, SWCs including a signal name conversion and signal Debug processing module, a DTC memory read function calling module, an NVM memory read management module, a diagnostic service management module, and a hardware driver management module.

The signal name conversion and signal debug processing module is responsible for assigning a1 to a2 or b1 to b2 in fig. 3 and 4 to realize signal name conversion. Meanwhile, the module is also responsible for debug processing, namely, each signal is subjected to calibration assignment processing, namely, in order to facilitate debugging, the value of any signal can be changed through debug processing within the range defined by the signal, and whether the logic of the ASW or the BSW is correct or not is verified independently.

The calling module for DTC storage reading is mainly used for uniformly summarizing DTC interface variables needing to be stored by the ASW into the SWC of the middle layer, and the SWC of the middle layer uniformly calls standard functions of the BSW for storing and reading the DTC.

The NVM storage and reading management module mainly collects NVM interface variables needed to be stored by the ASW into the SWC of the middle layer, the SWC of the middle layer integrates the NVM interface variables, and the interface variables of the same data type form a structure body and are sent to the BSW for storage, so that the storage space can be greatly saved. At the same time, when reading the NVM, a structure is decomposed into individual variables in this SWC and then returned to the ASW. The structure is also a software variable, which is a software variable formed by combining a plurality of software variables in software, for example, when a plurality of variables are processed in the same way, the variables can be combined into a structure variable to be processed.

The diagnosis service management module mainly collects the signals needing diagnosis and verification into the SWC of the middle layer, uniformly calls a standard verification algorithm (such as an E2E verification algorithm) of the BSW, performs diagnosis and verification on the signals and judges the validity of the signals.

The hardware drive management module mainly collects interface variables of the ASW which need to directly control the pin drive of the controller (such as a control instruction of a relay) into the SWC in the middle layer, and uniformly calls the drive module of the BSW to control the pin drive of the hardware. In this embodiment of the present invention, the SWC in the ASW may perform data interaction with different SWCs in the middle layer according to actual needs, and the SWC in the middle layer only interacts with the SWC corresponding to the BSW.

Through the above description, it can be seen that after the intermediate Interface layer is added, the ASW and the BSW are completely decoupled, the design and development are not affected by each other, the parallel development can be performed, and after the respective development is completed, the respective software can be independently tested and verified, so that the overall development efficiency is greatly improved, and meanwhile, the quality of software development can be better ensured.

In addition, the platform of ASW and BSW software is facilitated by adding an intermediate Interface layer. For example, the ASW is developed by the same team, and the ASW can use the same version of Interface signals regardless of which team the BSW is developed by, and only the BSW needs to be matched on the Interface layer. In the same way, if the BSW is developed by the same team, the BSW can use the same Interface signal no matter which team the ASW is developed by, and only the ASW needs to be matched on the intermediate Interface layer.

In summary, the main features of the present invention are as follows:

1. on the ASW level, the logic strategy of each function is independently realized, and the independence of each function is ensured;

2. an intermediate layer (Interface) is added between the ASW and the BSW, so that the ASW and the BSW are completely decoupled. The ASW and BSW functional blocks can be independently designed, and the invention has the following advantages:

a. the functions are highly aggregated, so that the integrity is better;

b. the functions are convenient to fuse, and the flexibility is high;

The ASW and the BSW are isolated, so that the following beneficial technical effects can be brought:

c. the ASW software platform is facilitated, no matter who develops the BSW and how the Interface is changed, the ASW does not need to change the Interface, and only the BSW needs to be matched through the Interface.

The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Those skilled in the art can modify or change the above-described embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.

Claims

1. A novel software architecture for a vehicle, comprising:

2. The novel software architecture of claim 1, wherein: the first software component of the application layer software comprises at least one first subsystem for implementing corresponding sub-functional module logic.

3. The novel software architecture of claim 2, wherein: the first software component of the application layer software comprises a plurality of first subsystems, and the first subsystems can be independent from each other or have corresponding relevance.

4. A novel software architecture according to claim 1, 2 or 3, characterized in that: the application layer software comprises a plurality of first software components which are independent from each other.

5. The novel software architecture of claim 4, wherein: the base layer software comprises a plurality of the second software components which are independent from each other.

6. The novel software architecture of claim 1, wherein: when the application layer software needs to use a bus signal a transmitted from an automobile bus, the second software component corresponding to the base layer software receives the bus signal a from the automobile bus through a signal transceiver and analyzes the bus signal a into a signal a1, then the analyzed signal a1 is sent to the intermediate layer through the second signal interface, then the signal a1 is assigned to the signal a2 in the intermediate layer, and then the signal a2 is transmitted to the first software component corresponding to the application layer software through the first signal interface.

7. The novel software architecture of claim 1 or 6, characterized in that: when the application layer software needs to send a signal b1 to an automobile bus, the first software component corresponding to the application layer software sends the signal b1 to the middle layer through the first signal interface corresponding to the middle layer, the middle layer assigns the signal b1 to b2, the middle layer sends the signal b2 to the base layer software BSW through the second signal interface corresponding to the middle layer software, and the second software component corresponding to the base layer software assigns the signal b2 to a bus signal b and sends the bus signal b to the automobile bus.

8. The novel software architecture of claim 1, wherein: the application layer software, the intermediate layer software and the base layer software are provided in a controller of the vehicle.

9. The novel software architecture of claim 8, characterized in that: the application layer software comprises a plurality of first software components for realizing a plurality of mutually independent functional logics, wherein each first software component can be removed from the application layer software in a mode of not influencing the normal work of other first software components or can be transplanted to other controllers of the vehicle.

10. The novel software architecture of claim 8, wherein: the base layer software includes a number of the second software components, wherein each of the second software components can be removed from the base layer software or ported to other controllers of the vehicle in a manner that does not affect the proper operation of the other second software components.