Electronic control unit of a vehicle and vehicle control system

Abstract

The application discloses an electronic control unit of a vehicle and a vehicle control system. The electronic control unit comprises a console, a biological recognition mechanism and a control mechanism arranged on the console, and a transmission control assembly drivingly connected with the control mechanism and a controller connected with the biological recognition mechanism and the transmission control assembly are arranged in the console. The transmission control assembly comprises a rotating mechanism, a moving mechanism and a transmission member, one end of the transmission member is connected with the control mechanism, the other end is arranged in the console and drivingly connected with the rotating mechanism and the moving mechanism. After the biological recognition mechanism is recognized, the controller controls the moving mechanism to drive the transmission member to move towards the outside of the console and link the control mechanism to pop out from the recess, the rotating mechanism can drive the transmission member and the control mechanism to rotate relative to the console, and the control mechanism can swing relative to the transmission member. The electronic control unit meets the intelligent and integrated requirements.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to an electronic control unit and vehicle control system for a vehicle. Background Technology

[0002] Electronic shift systems are gradually becoming the mainstream vehicle control system for passenger cars. Compared to traditional automatic transmissions (AT), electronic shift systems change the shifting method from mechanical cables to electrical signals controlling gear changes to enable forward or reverse movement. By eliminating the mechanical cables, powertrain vibrations and noise are no longer transmitted to the passenger compartment, improving the overall NVH (noise, vibration, and harshness) performance and shifting feel. Common electronic shift systems include rotary knobs, levers, buttons, and column shifters. These mainstream systems only provide the shifting function and have traditional designs, failing to meet the requirements for intelligent and integrated functionality. Therefore, existing electronic shift systems suffer from limited functionality and an inability to integrate other features. Summary of the Invention

[0003] The purpose of this invention is to solve the problem that existing electronic shifting systems have limited functionality and cannot integrate other functions.

[0004] To address the aforementioned technical problems, embodiments of the present invention disclose an electronic control unit for a vehicle, including a console, on which a biometric identification mechanism and a control mechanism are provided. Inside the console, a transmission control component that is connected to the control mechanism and a controller that is connected to the biometric identification mechanism and the transmission control component are provided.

[0005] The biometric identification mechanism is located on the outer surface of the console, near the control mechanism. The control mechanism is movably connected to the console via a transmission control component. A recess is also provided on one side of the console, and a mating part that fits the recess is provided on the side of the control mechanism near the recess.

[0006] The transmission control assembly includes a rotating mechanism, a moving mechanism, and a transmission component. One end of the transmission component is connected to the control mechanism, and the other end is located inside the control console and is connected to the rotating mechanism and the moving mechanism via transmission.

[0007] After the biometric identification device successfully identifies the device, the controller controls the moving mechanism to move the transmission component toward the outside of the console, and the control mechanism pops out from the recess. The rotating mechanism can drive the transmission component and the control mechanism to rotate relative to the console, and the control mechanism can swing relative to the transmission component.

[0008] The above technical solution integrates a biometric identification mechanism into the vehicle's electronic control unit for identity recognition, meeting intelligent requirements. Furthermore, by setting up a moving mechanism and a rotating mechanism, the control mechanism is moved and rotated, facilitating the operation of the control mechanism and gear shifting.

[0009] Furthermore, the electronic control unit for vehicles provided by this invention can also be applied to vehicle heating control, window lifting control, seat control, etc., and these controls can also be integrated into the electronic control unit to meet the needs of intelligent and integrated electronic control units.

[0010] The present invention also discloses an electronic control unit for a vehicle, wherein the rotating mechanism includes a rotating drive assembly and a rotating transmission assembly, and the rotating drive assembly and the rotating transmission assembly are connected in a transmission connection.

[0011] The rotation drive assembly includes a driver and a worm gear, with the worm gear located at the output end of the driver.

[0012] The rotary transmission assembly includes a first gear, a second gear, and a third gear. The first gear meshes with a worm gear, and both ends of the first gear along its axial direction mesh with the second gear and the third gear, respectively. The second gear is used to connect with the transmission component and drive the transmission component to rotate.

[0013] The axis of the first gear is parallel to the axis of the second gear, and the axis of the second gear is perpendicular to the axis of the third gear.

[0014] Using the above technical solution, the driver in the rotation drive assembly drives the worm gear to rotate, the worm gear drives the first gear to rotate, the first gear drives the meshing second and third gears to rotate, and the third gear can drive the transmission component to rotate. This causes the control mechanism to rotate relative to the control console. Furthermore, the worm gear, the first gear, the second gear, and the third gear form a reduction gear mechanism.

[0015] The present invention also discloses an electronic control unit for a vehicle. In the axial direction of the first gear, the outer wall surface of the first gear is provided with a first tooth, a second tooth and a third tooth in sequence. The second tooth is provided with a worm tooth that meshes with a worm gear. The first tooth and the third tooth are respectively provided on both sides of the second tooth.

[0016] The diameter of the first tooth is larger than that of the second tooth, and the first tooth has teeth that mesh with the second gear.

[0017] The diameter of the third tooth is smaller than that of the second tooth, and the third tooth is provided with a worm gear that meshes with the third gear.

[0018] By adopting the above technical solution, in the axial direction of the first gear, the outer wall surface of the first gear is sequentially provided with a first tooth, a second tooth, and a third tooth. It can achieve meshing transmission with three gear components through one gear, reducing the number of parts in the rotary transmission assembly, further reducing the volume of the rotary transmission assembly, improving transmission efficiency, and facilitating the installation of the rotary transmission assembly in the control console.

[0019] Furthermore, by setting the first, second, and third teeth to different tooth profiles, they can only engage with corresponding gears, preventing misalignment of the rotary transmission assembly. Moreover, the diameters of the first, second, and third teeth are not the same, which not only prevents misalignment of the first gear with other gears but also ensures that even in the event of misalignment, the rotary transmission assembly will not transmit power to other gears, thus affecting its operation.

[0020] The present invention also discloses an electronic control unit for a vehicle, wherein the center of the second gear is provided with a shaft hole with a polygonal cross-section, and the transmission component is provided with a shaft key structure with a polygonal cross-section that is adapted to the shaft hole. The shaft key structure is sleeved with the shaft hole to connect the transmission component and the second gear together in a way that prevents them from rotating relative to each other.

[0021] Furthermore, when the rotation drive component rotates, it drives the first gear and the second gear to rotate, and the second gear can drive the transmission component and the control mechanism to rotate.

[0022] By adopting the above technical solution, a polygonal cross-section shaft hole is provided at the center of the two gears, and a polygonal cross-section shaft key structure is provided on the transmission component to match the shaft hole. The shaft key structure and the shaft hole are fixedly fitted, so that the transmission component and the second gear are fixedly and stably assembled together. This ensures that when the rotation drive component rotates, it can drive the first gear and the second gear to rotate, and the second gear can drive the transmission component and the control mechanism to rotate.

[0023] The present invention also discloses an electronic control unit for a vehicle. The transmission mechanism further includes a signal plate, which is located on one side of the rotation drive assembly and the rotation transmission assembly, and is disposed opposite to the third gear. A signal shaft is disposed on the third gear, and a magnet is disposed at one end of the signal shaft near the signal plate. An angle sensor is disposed on the signal plate. When the driver drives the transmission assembly to rotate, the angle sensor can obtain the rotation angle of the magnet on the third gear.

[0024] Using the above technical solution, when the driver drives the first gear, the second gear and the third gear to rotate, the signal board can obtain the rotation angle of the magnet on the third gear, and then calculate the rotation angle of the first gear and the second gear, and further calculate the rotation angle of the driver, so as to better control the rotation of the driver.

[0025] The embodiments of the present invention also disclose an electronic control unit for a vehicle, wherein when the driver drives the second gear and the transmission component to rotate, the transmission component drives the control mechanism to rotate relative to the console.

[0026] Specifically, when the control mechanism rotates to its maximum angle relative to the console, the angle between one side surface of the control mechanism and the outer plane of the console is less than or equal to 80 degrees.

[0027] With the above technical solution, the angle between one surface of the control mechanism and the outer plane of the control console is less than or equal to 80 degrees. This facilitates user control of the control mechanism.

[0028] An embodiment of the present invention also discloses an electronic control unit for a vehicle, wherein a moving mechanism is disposed on one side of the rotating mechanism and at a position away from the control mechanism. Furthermore, the moving mechanism includes a bidirectional solenoid valve and a pair of connecting arms, which are respectively disposed at both ends of the bidirectional solenoid valve. One end of each connecting arm is connected to the bidirectional solenoid valve, and the other end is engaged with a transmission component. The bidirectional solenoid valve can drive the transmission component to switch between an extended state and a retracted state.

[0029] When the two-way solenoid valve drives the transmission component to the pop-out state, the transmission component drives the control mechanism to pop out in a direction away from the control console, and the second gear meshes with the first gear.

[0030] When the two-way solenoid valve drives the transmission component to the retracted state, the transmission component drives the control mechanism to retract towards the control console, and the second gear disengages from the first gear.

[0031] By adopting the above technical solution, the moving mechanism controls the movement of the control mechanism relative to the console, and the moving mechanism is set as a two-way solenoid valve. The connecting arm can control the transmission component to switch between the pop-up state and the retracted state. When the transmission component drives the control mechanism to pop out in a direction away from the console, the second gear meshes with the first gear. At this time, the rotation drive component can be driven by the second gear and the first gear, thereby enabling the control mechanism to rotate relative to the console.

[0032] When the two-way solenoid valve drives the transmission component to the retracted state, the transmission component drives the control mechanism to retract towards the console. The joint on the control mechanism engages with the recess on one side of the console, and the second gear disengages from the first gear. At this time, even if the drive component rotates, it cannot drive the control mechanism to rotate.

[0033] The present invention also discloses an electronic control unit for a vehicle, wherein when the bidirectional solenoid valve drives the transmission component to switch between an extended state and a retracted state, the extended displacement and retracted displacement of the transmission component are both within the range of 10mm to 25mm.

[0034] With the above technical solution, the pop-out displacement and retraction displacement of the transmission component are the same. When both the pop-out displacement and retraction displacement are within the range of 10mm to 25mm, it is also convenient for the control mechanism to rotate relative to the control console or perform other actions.

[0035] The present invention also discloses an electronic control unit for a vehicle, the electronic control unit including an electronic shifting device, wherein the electronic shifting device performs shifting control when the control mechanism swings relative to the transmission member.

[0036] Using the above technical solution, an electronic shifting device is installed on the electronic control unit. When a shift is needed, the transmission control component controls the control mechanism to move outward toward the console, and the control mechanism pops out from the recess in conjunction with the transmission control component. The rotating mechanism can drive the transmission component and the control mechanism to rotate relative to the console. Furthermore, when the control mechanism swings relative to the transmission component, the electronic shifting device performs the shift.

[0037] The present invention also discloses an electronic control unit for a vehicle, wherein the control mechanism is frustum-shaped and has a trapezoidal profile when viewed along a direction perpendicular to the outer surface of the console.

[0038] The control mechanism has a parking button on the side furthest from the console, and an auto-hold button on the other side.

[0039] Using the above technical solution, the control mechanism has a trapezoidal profile, resulting in an aesthetically pleasing appearance and a strong mechanical feel after deployment. A parking button is located on the end of the control mechanism furthest from the control console for use when parking, and an auto-hold button is located on the other end for automatic parking.

[0040] Embodiments of the present invention also disclose a vehicle control system, including the electronic control unit of any of the aforementioned vehicles. Wherein:

[0041] The biometric system includes a fingerprint recognition device that communicates with the vehicle's ECU. The vehicle control system also features a user welcome mode, a driving control mode, and a parking and engine off mode.

[0042] By adopting the above technical solution, the vehicle control system can identify the driver's identity through a fingerprint recognition device and communicate with the vehicle's ECU to perform control in multiple modes.

[0043] The present invention also discloses a vehicle control system in which, when the driver enters the cockpit and touches the fingerprint recognition device, the fingerprint recognition device acquires the driver's fingerprint information and transmits the fingerprint information to the vehicle's ECU for verification with the stored owner's fingerprint information.

[0044] The vehicle control system does not respond when the fingerprint information does not match the stored owner's fingerprint information.

[0045] When the fingerprint information matches the stored vehicle owner information, the vehicle control system enters the user welcome mode. The moving mechanism controls the control mechanism to pop up and retract relative to the console, and the vehicle control system controls the vehicle to enter the start preparation mode.

[0046] Using the above technical solution, after the fingerprint recognition device acquires the driver's fingerprint information, it transmits the fingerprint information to the vehicle's ECU for verification against the stored owner's fingerprint information. When the fingerprint information matches the stored owner information, the verification is successful, and the vehicle enters the user welcome mode. At this time, the moving mechanism controls the control mechanism to pop up and retract relative to the console, creating a strong sense of ceremony. The vehicle also then enters the start-up preparation phase.

[0047] The present invention also discloses a vehicle control system. When the vehicle control system controls the vehicle to enter the start-up preparation state, and the driver taps the fingerprint recognition device again, the vehicle control system enters the driving control mode. A moving mechanism controls the control mechanism to pop out relative to the console, and a rotating mechanism controls the control mechanism to rotate relative to the console to the control position. Wherein:

[0048] When the control mechanism is in the control position, the vehicle control system controls the vehicle to be in neutral.

[0049] When the toggle switch is rotated clockwise relative to the control panel, the vehicle control system puts the vehicle into forward gear.

[0050] When the toggle switch is rotated counterclockwise relative to the control panel, the vehicle control system puts the vehicle into reverse gear.

[0051] When the auto hold button on the control mechanism is pressed, the vehicle control system puts the vehicle into a parking state. Pressing the auto hold button again or pressing the brake pedal releases the auto hold state.

[0052] Using the above technical solution, after the vehicle control system enters the driving control mode, the moving mechanism controls the control mechanism to pop out relative to the console, and the rotating mechanism controls the control mechanism to rotate to its maximum position relative to the console. At this point, the control mechanism is in neutral. Furthermore, by swinging the control mechanism relative to the console, the vehicle's gears can be changed, making operation convenient and controllable. Additionally, pressing the automatic parking button puts the vehicle in a parking state, which is simple and convenient to control and release; simply pressing the parking button again or lightly applying the brakes releases the parking state.

[0053] The present invention also discloses a vehicle control system. When the driver stops the vehicle or presses the stop button on the control mechanism and turns off the engine, the rotation mechanism controls the control mechanism to rotate relative to the console, and the movement mechanism controls the control mechanism to retract relative to the console. The connecting part on the control mechanism engages with the recess, and the vehicle control system enters the stop mode.

[0054] By adopting the above technical solution, the vehicle control system resets the control mechanism after parking, which can prevent the pop-out control mechanism from affecting the space inside the vehicle.

[0055] The beneficial effects of this invention are:

[0056] This invention provides an electronic control unit and vehicle control system for a vehicle. The electronic control unit includes a console with a biometric identification mechanism and a control mechanism. Inside the console are a transmission control component connected to the control mechanism and a controller connected to the biometric identification mechanism and the transmission control component. The biometric identification mechanism integrates functions such as fingerprint recognition, and the control mechanism can integrate functions such as vehicle heating control, window control, and seat control, fulfilling the need for intelligent and integrated functions. The control mechanism, driven by a rotating mechanism, a moving mechanism, and a transmission component, can pop up and rotate relative to the console. When not in use, the control mechanism is combined with the console to avoid affecting the vehicle's interior space. Furthermore, its pop-up and rotation provide a strong mechanical feel and a sense of ceremony.

[0057] Furthermore, in the vehicle control system provided by this invention, the driver's identity is determined by a fingerprint recognition device, and then the vehicle's ECU is used to control the vehicle to enter the user welcome mode, driving control mode, and parking and engine off mode, thereby meeting the needs of personalization and intelligence and creating a strong sense of ceremony. Attached Figure Description

[0058] Figure 1 This is a schematic diagram of the electronic control unit of the vehicle in Embodiment 1 of the present invention when it is opened;

[0059] Figure 2 This is a schematic diagram of the structure of the electronic control unit of the vehicle in Embodiment 1 of the present invention when the control mechanism is combined with the console;

[0060] Figure 3 This is a schematic diagram of the structure of the electronic control unit of the vehicle in Embodiment 1 of the present invention when the control mechanism is popped out;

[0061] Figure 4 This is a schematic diagram of the structure of the electronic control unit of the vehicle according to Embodiment 1 of the present invention when the control mechanism is ejected and rotated.

[0062] Figure 5This is a schematic diagram of the swing control mechanism of the electronic control unit of the vehicle according to Embodiment 1 of the present invention for gear shifting.

[0063] Figure 6 This is a schematic diagram of the parking button of the electronic control unit of the vehicle in Embodiment 1 of the present invention when it is pressed.

[0064] Figure 7 This is a schematic diagram of the rotating mechanism of the electronic control unit of the vehicle according to Embodiment 1 of the present invention;

[0065] Figure 8 This is a schematic diagram of the shaft key structure on the transmission component of the electronic control unit of the vehicle according to Embodiment 1 of the present invention;

[0066] Figure 9 This is a schematic diagram of the rotating mechanism and the control mechanism of the electronic control unit of the vehicle according to Embodiment 1 of the present invention.

[0067] Figure 10 This is a schematic diagram of the rotating mechanism, moving mechanism, transmission component, and control mechanism of the electronic control unit of the vehicle according to Embodiment 1 of the present invention.

[0068] Figure 11 This is a schematic diagram of the moving mechanism of the electronic control unit of the vehicle according to Embodiment 1 of the present invention;

[0069] Figure 12 This is a schematic diagram of the control mechanism of the electronic control unit of the vehicle in Embodiment 1 of the present invention when it swings.

[0070] Explanation of reference numerals in the attached figures:

[0071] 1. Console;

[0072] 110. Concave;

[0073] 10. Biometric identification institutions;

[0074] 20. Control mechanism;

[0075] 210. Parking button; 220. Parking brake button;

[0076] 30. Transmission control components;

[0077] 300. Rotating mechanism;

[0078] 310. Driver; 320. Worm gear; 360. Signal board;

[0079] 330. The first gear;

[0080] 331. First tooth; 332. Second tooth; 333. Third tooth;

[0081] 340. The second gear;

[0082] 341. Shaft hole;

[0083] 350. The third gear;

[0084] 351. Signal axis;

[0085] 400. Moving mechanism;

[0086] 410. Two-way solenoid valve; 420. Connecting arm;

[0087] 500. Transmission components;

[0088] 510. Shaft key structure. Detailed Implementation

[0089] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention will be presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to this embodiment. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0090] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0091] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of the invention is usually placed in during use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0092] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0093] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0094] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0095] Example 1

[0096] As a preferred embodiment of the present invention, this embodiment discloses an electronic control unit for a vehicle, such as... Figure 1 and Figure 2 As shown, the system includes a console 1, on which a biometric identification mechanism 10 and a control mechanism 20 are mounted. Inside the console 1 is a transmission control component 30, which is connected to the control mechanism 20, and a controller (not shown) connected to the biometric identification mechanism 10 and the transmission control component 30. The transmission control component 30 is as follows... Figure 10 As shown.

[0097] The biometric identification mechanism 10 is located on the outer surface of the console 1, near the control mechanism 20. The control mechanism 20 is movably connected to the console 1 via the transmission control component 30. A recess 110 is also provided on one side of the console 1. A mating part that fits the recess 110 is provided on the side of the control mechanism 20 near the recess 110.

[0098] Specifically, in this embodiment, the controller is electrically connected to the biometric identification mechanism 10 and the transmission control component 30. The controller can receive information transmitted by the biometric identification mechanism 10, transmit the information to the vehicle's ECU, and control the transmission control component 30 to move, thereby controlling the operation mechanism 20 relative to the console 1.

[0099] More specifically, in this embodiment, the controller can be a combinational logic controller, a microprogrammed controller, a single-chip microcomputer controller, or other common types of controllers. Those skilled in the art can select one according to actual needs, and this embodiment does not make any specific limitations on it.

[0100] More specifically, in this embodiment, the connecting part of the control mechanism 20 can be located on the entire side of the control mechanism 20 near the console 1, such as... Figure 1 and Figure 2As shown, when the connecting portion of the control mechanism 20 engages with the recess 110 on the console 1, the control mechanism 20 constitutes an integral part of the console 1. It should be noted that the connecting portion on the control mechanism 20 can also be a portion located on the side of the control mechanism 20 near the console 1. When the connecting portion of the control mechanism 20 engages with the recess 110 on the console 1, part of the control mechanism 20 engages with the console 1, while another part protrudes from the console 1. Furthermore, those skilled in the art can design other structures according to actual needs and specific circumstances; this embodiment does not impose specific limitations on this.

[0101] The transmission control assembly 30 includes a rotating mechanism 300, a moving mechanism 400, and a transmission component 500. One end of the transmission component 500 is connected to the control mechanism 20, and the other end is disposed in the control console 1 and is connected to the rotating mechanism 300 and the moving mechanism 400 in a transmission connection.

[0102] After the biometric identification mechanism 10 identifies the device, the controller controls the moving mechanism 400 to move the transmission component 500 toward the outside of the console 1 and links the control mechanism 20 to pop out from the recess 110. The rotating mechanism 300 can drive the transmission component 500 and the control mechanism 20 to rotate relative to the console 1, and the control mechanism 20 can swing relative to the transmission component 500.

[0103] Specifically, in this embodiment, when the control mechanism 20 swings relative to the transmission member 500, it... Figure 10 For example, in Figure 10 In order for the control mechanism 20 to swing relative to the transmission member 500, the side of the control mechanism 20 closest to the transmission member 500 needs to be movably connected to the transmission member 500. Furthermore, when the control mechanism 20 can swing vertically relative to the transmission member 500, a swing groove for the transmission member 500 to move is provided on the side of the control mechanism 20 closest to the transmission member 500 in the vertical direction. And, when the control mechanism 20 can swing horizontally relative to the transmission member 500, a swing groove for the transmission member 500 to move is provided on the side of the control mechanism 20 closest to the transmission member 500 in the horizontal direction. A ball joint can be provided within the control mechanism 20, allowing the control mechanism 20 to swing relative to the transmission member 500.

[0104] In another preferred embodiment, a ball joint may be provided at one end of the transmission member 500 near the control mechanism 20, and a limiting member may be provided on the control mechanism 20. The control mechanism 20 is rotatably connected to the transmission member 500 via the ball joint. Those skilled in the art may also provide a swing rod, a gear mechanism, or other swing mechanism similar to a shift lever within the control mechanism 20; this embodiment does not specifically limit this.

[0105] More specifically, in this embodiment, the control mechanism 20 can be set to automatically reset after swinging relative to the transmission component 500, or it can be set not to automatically reset. Those skilled in the art can set it according to actual needs and specific circumstances. This embodiment does not make specific limitations in this regard.

[0106] Furthermore, the rotating mechanism 300 in this embodiment may be a worm gear mechanism with a driver 310 and a worm wheel 320, a worm gear mechanism with a driver 310 and a rotating shaft, a motor and a worm wheel 320, or other rotating transmission mechanisms. This embodiment does not specifically limit this type of mechanism.

[0107] The moving mechanism 400 can be a bidirectional solenoid valve 410 and a snap-fit ​​arm, a bidirectional solenoid valve 410 and a connecting rod, a bidirectional hydraulic valve and a connecting arm 420, a bidirectional electric valve and a telescopic rod, or other mechanisms capable of controlling bidirectional movement. This embodiment does not specifically limit this type of mechanism.

[0108] More specifically, in this embodiment, a biometric identification mechanism 10 is integrated into the vehicle's electronic control unit for identity recognition, meeting intelligent requirements. Furthermore, a moving mechanism 400 and a rotating mechanism 300 control the movement and rotation of the control mechanism 20, facilitating its operation and gear shifting. The biometric identification mechanism 10 can be a common fingerprint recognition mechanism, facial recognition mechanism, or voice recognition mechanism, etc., and those skilled in the art can design it according to actual needs and specific circumstances; this embodiment does not impose a unique limitation on this designation.

[0109] Furthermore, the electronic control unit for vehicles provided by this invention can also be applied to vehicle heating control, window lifting control, seat control, etc., and these controls can also be integrated into the electronic control unit to meet the needs of intelligent and integrated electronic control units.

[0110] For example, after integrating the car's heating control into the electronic control unit, when controlling the blown warm air, one could move the control mechanism 20 upwards to control the warm air to blow out, and move the control mechanism 20 downwards to control the warm air to blow out. Similarly, when integrating window control, one could move the control mechanism 20 upwards to raise the window and move the control mechanism 20 downwards to lower the window. Those skilled in the art can integrate other car controls according to actual needs and specific circumstances; this embodiment does not impose specific limitations in this regard.

[0111] This embodiment also discloses an electronic control unit for a vehicle, such as... Figures 7-10 As shown, the rotating mechanism 300 includes a rotating drive assembly and a rotating transmission assembly, and the rotating drive assembly and the rotating transmission assembly are connected in a transmission connection.

[0112] The rotation drive assembly includes a driver 310 and a worm gear 320, with the worm gear 320 located at the output end of the driver 310.

[0113] The rotational transmission assembly includes a first gear 330, a second gear 340, and a third gear 350. The first gear 330 meshes with a worm gear 320, and the two ends of the first gear 330 along its axial direction mesh with the second gear 340 and the third gear 350 respectively. The second gear 340 is used to connect with the transmission component 500 and drive the transmission component 500 to rotate.

[0114] The axial direction of the first gear 330 is parallel to the axial direction of the second gear 340, and the axial direction of the second gear 340 is perpendicular to the axial direction of the third gear 350.

[0115] Specifically, in this embodiment, the driver 310 can be configured as an electric motor, hydraulic motor or other rotating drive components, and the worm gear and the first gear 330 can be a worm gear 320, a gear mechanism, a lead screw mechanism or other rotatable transmission mechanism. In this embodiment, a worm gear 320 is preferred, which has higher transmission efficiency.

[0116] It should be noted that in this embodiment, the driver 310, worm gear 320, first gear 330, second gear 340 and third gear 350 form a reduction gear set, thereby reducing the initial speed of the driver 310 and making it easier for the driver 310 to control the control mechanism 20.

[0117] More specifically, in this embodiment, the driver 310 in the rotation drive assembly drives the worm gear 320 to rotate, the worm gear 320 drives the first gear 330 to rotate, the first gear 330 drives the meshing second gear 340 and third gear 350 to rotate, and the third gear 350 can drive the transmission component 500 to rotate. This causes the control mechanism 20 to rotate relative to the control console 1. Furthermore, the worm gear 320, the first gear 330, the second gear 340, and the third gear 350 form a reduction gear mechanism.

[0118] This embodiment also discloses an electronic control unit for a vehicle, such as... Figure 7 As shown, in the axial direction of the first gear 330, the outer wall surface of the first gear 330 is provided with a first tooth 331, a second tooth 332 and a third tooth 333 in sequence. The second tooth 332 is provided with worm teeth that mesh with the worm gear 320. The first tooth 331 and the third tooth 333 are respectively provided on both sides of the second tooth 332.

[0119] The diameter of the first tooth 331 is larger than the diameter of the second tooth 332, and the first tooth 331 is provided with teeth that mesh with the second gear 340.

[0120] The diameter of the third tooth 333 is smaller than that of the second tooth 332, and the third tooth 333 is provided with a worm gear that meshes with the third gear 350.

[0121] Specifically, in this embodiment, the first tooth 331 is used to mesh with the second gear 340 that controls the rotation of the control mechanism 20. When the first tooth 331 and the second gear 340 are engaged, they can switch between an engaged state and a disengaged state. When switching from the engaged state to the disengaged state, the moving mechanism 400 will drive the second gear 340 and the transmission member 500 to move in the direction of the second tooth 332. Therefore, the diameters of the second tooth 332 and the third tooth 333 need to be set to be small to avoid the second tooth 332 and the third tooth 333 affecting the movement of the second gear 340 and the transmission member 500.

[0122] More specifically, in this embodiment, the third tooth 333 is used to mesh with the third gear 350. Therefore, the diameter of the third tooth 333 is smaller than the diameter of the second tooth 332, which can prevent the second gear 340 and the third gear 350 from being misaligned.

[0123] More specifically, in this embodiment, the diameters of the first tooth 331, the second tooth 332, and the third tooth 333 can be, for example: 30mm for the first tooth 331, 25mm for the second tooth 332, and 20mm for the third tooth 333; or 25mm for the first tooth 331, 22mm for the second tooth 332, and 18mm for the third tooth 333. Those skilled in the art can set these dimensions according to actual needs, and this embodiment does not impose specific limitations on them.

[0124] More specifically, in this embodiment, in the axial direction of the first gear 330, the outer wall surface of the first gear 330 is sequentially provided with a first tooth 331, a second tooth 332 and a third tooth 333, which can achieve meshing transmission with three gear components through one gear, reduce the number of parts of the rotary transmission assembly, further reduce the volume of the rotary transmission assembly, improve transmission efficiency, and facilitate the installation of the rotary transmission assembly in the control console 1.

[0125] Furthermore, such as Figure 8 and Figure 9As shown, the first tooth 331, the second tooth 332, and the third tooth 333 are configured with different tooth profiles, allowing them to engage only with their corresponding gears, thus preventing misalignment of the rotary transmission assembly. Furthermore, the diameters of the first tooth 331, the second tooth 332, and the third tooth 333 are not the same, which not only prevents misalignment of the first gear 330 with other gears but also ensures that even in the event of misalignment, the rotary transmission assembly will not transmit power to other gears, thus ensuring its operation.

[0126] This embodiment also discloses an electronic control unit for a vehicle, such as... Figure 7 and Figure 8 As shown, the second gear 340 has a polygonal cross-section shaft hole 341 at its center. The transmission member 500 has a polygonal cross-section shaft key structure 510 that matches the shaft hole 341. The shaft key structure 510 is sleeved with the shaft hole 341 to connect the transmission member 500 and the second gear 340 together in a way that prevents them from rotating relative to each other. Furthermore, a circular stop is provided on one side of the shaft key structure 510.

[0127] Furthermore, when the rotation drive assembly rotates, it drives the first gear 330 and the second gear 340 to rotate, and the second gear 340 can drive the transmission component 500 and the control mechanism 20 to rotate.

[0128] Specifically, in this embodiment, the shaft hole 341 at the center of the second gear 340 can be quadrilateral, hexagonal, octagonal, or other shapes, and the shaft key structure 510 is set to a corresponding quadrilateral, hexagonal, octagonal, or other shape. In this embodiment, an octagonal shaft hole 341 is preferred, such as... Figure 7 As shown.

[0129] More specifically, in this embodiment, a polygonal shaft hole 341 is provided at the center of the second gear 340, and a polygonal shaft key structure 510 adapted to the shaft hole 341 is provided in the transmission component 500. The shaft key structure 510 and the shaft hole 341 are fixedly engaged, so that the transmission component 500 and the second gear 340 are fixedly and stably assembled together. This ensures that when the rotation drive assembly rotates, it can drive the first gear 330 and the second gear 340 to rotate, and the second gear 340 can drive the transmission component 500 and the control mechanism 20 to rotate.

[0130] This embodiment also discloses an electronic control unit for a vehicle, such as... Figure 7As shown, the transmission mechanism also includes a signal plate 360, which is located on one side of the rotation drive assembly and the rotation transmission assembly, and is positioned opposite to the third gear 350. A signal shaft 351 is mounted on the third gear 350, and a magnet is mounted on one end of the signal shaft 351 near the signal plate 360. An angle sensor is mounted on the signal plate 360. When the driver 310 drives the transmission assembly to rotate, the angle sensor can acquire the rotation angle of the magnet on the third gear 350.

[0131] Specifically, in this embodiment, the signal board 360 can be a common PCB board, circuit board, etc., and a displacement sensor or other type of sensor can also be set on the signal board 360. This embodiment does not make specific limitations on this.

[0132] More specifically, in this embodiment, when the driver 310 drives the first gear 330, the second gear 340 and the third gear 350 to rotate, the signal board 360 can obtain the rotation angle of the magnet on the third gear 350, and then calculate the rotation angle of the first gear 330 and the second gear 340, and further calculate the rotation angle of the driver 310, so as to better control the rotation of the driver 310.

[0133] The embodiment of this invention also discloses an electronic control unit for a vehicle. When the driver 310 drives the second gear 340 and the transmission component 500 to rotate, the transmission component 500 drives the control mechanism 20 to rotate relative to the control console 1.

[0134] When the control mechanism 20 rotates to its maximum angle relative to the console 1, the angle between one side surface of the control mechanism 20 and the outer plane of the console 1 is less than or equal to 80 degrees.

[0135] Specifically, in this embodiment, the angle between one side surface of the control mechanism 20 and the outer plane of the console 1 can be 45 degrees, 60 degrees, 75 degrees, 80 degrees, or other angles; this embodiment does not impose a unique limitation on this. Furthermore, when the angle between one side surface of the control mechanism 20 and the outer plane of the console 1 is less than or equal to 80 degrees, it facilitates user control of the control mechanism 20.

[0136] This embodiment also discloses an electronic control unit for a vehicle, such as... Figure 7 and Figure 9As shown, the moving mechanism 400 is located on one side of the rotating mechanism 300 and away from the operating mechanism 20. The moving mechanism 400 includes a bidirectional solenoid valve 410 and a pair of connecting arms 420. The pair of connecting arms 420 are respectively located at both ends of the bidirectional solenoid valve 410. One end of each connecting arm 420 is connected to the bidirectional solenoid valve 410, and the other end is engaged with the transmission component 500. The bidirectional solenoid valve 410 can drive the transmission component 500 to switch between an extended state and a retracted state.

[0137] When the two-way solenoid valve 410 drives the transmission component 500 to be in the pop-out state, the transmission component 500 drives the control mechanism 20 to pop out in a direction away from the control console 1, and the second gear 340 meshes with the first gear 330.

[0138] When the two-way solenoid valve 410 drives the transmission component 500 to the retracted state, the transmission component 500 drives the control mechanism 20 to retract towards the control console 1, and the second gear 340 disengages from the first gear 330.

[0139] Specifically, in this embodiment, the transmission component 500 may be a transmission rod, a movable rod, a rotating shaft, or other rod or shaft components, and this embodiment does not specifically limit it.

[0140] The moving mechanism 400 only controls the reciprocating movement of the control mechanism 20 and the transmission component 500, while the rotating mechanism 300 controls the rotation of the control mechanism 20 and the transmission component 500. Essentially, both the moving mechanism 400 and the rotating mechanism 300 indirectly drive the control mechanism 20 to rotate or move via the transmission component 500. Therefore, to prevent the rotating mechanism 300 from causing the moving mechanism 400 to rotate, the transmission component 500 can be configured as a rotating shaft. The rotating shaft includes a first section and a second section that can rotate relative to each other and are relatively fixed. The first section is connected to the rotating mechanism 300, and the second section is connected to the moving mechanism 400. A bearing or other adapter is provided at the connection between the first and second sections of the rotating shaft, or the first end of the rotating shaft and the second section are rotatably connected.

[0141] When the rotating mechanism 300 rotates, the first section of the rotating shaft will drive the control mechanism 20 to rotate, but the second section and the moving mechanism 400 will not rotate. When the moving mechanism 400 controls the second section to move, the second section will drive the first section and the control mechanism 20 to move. The mutual movement of the rotating mechanism 300 and the moving mechanism 400 will not be affected.

[0142] More specifically, in this embodiment, the connecting arm 420 and the transmission component 500 can be fixed by snap-fit, sleeve, screw, or other detachable connection methods, or they can be fixed by non-detachable connection methods such as welding or bonding. This embodiment does not impose any specific limitations on this.

[0143] More specifically, in this embodiment, the moving mechanism 400 controls the movement of the control mechanism 20 relative to the console 1, and the moving mechanism 400 is set as a two-way solenoid valve 410, which can control the transmission component 500 to switch between the pop-up state and the retracted state through the connecting arm 420. When the transmission component 500 drives the control mechanism 20 to pop out in a direction away from the console 1, the second gear 340 meshes with the first gear 330. At this time, the rotation drive component can be driven by the second gear 340 and the first gear 330, thereby enabling the control mechanism 20 to rotate relative to the console 1.

[0144] When the two-way solenoid valve 410 drives the transmission component 500 to the retracted state, the transmission component 500 drives the control mechanism 20 to retract towards the control console 1. The connecting part on the control mechanism 20 engages with the recess 110 on one side of the control console 1, and the second gear 340 disengages from the first gear 330. At this time, even if the drive component rotates, it cannot drive the control mechanism 20 to rotate.

[0145] The embodiment of this invention also discloses an electronic control unit for a vehicle. When the bidirectional solenoid valve 410 drives the transmission component 500 to switch between the pop-up state and the retracted state, the pop-up displacement and the retracted displacement of the transmission component 500 are both within the range of 10mm to 25mm.

[0146] Specifically, in this embodiment, the pop-out displacement and retraction displacement of the transmission component 500 are the same, and when both the pop-out displacement and retraction displacement are within the range of 10mm to 25mm, it is also convenient for the control mechanism 20 to rotate relative to the control console 1 or to perform other actions.

[0147] More specifically, in this embodiment, the pop-out displacement or retraction displacement can be set to 10mm, 15mm, 20mm, 25mm or other displacement amounts, and this embodiment does not make specific limitations on this.

[0148] The embodiments of this invention also disclose an electronic control unit for a vehicle, which includes an electronic shifting device, wherein the electronic shifting device performs shifting control when the control mechanism 20 swings relative to the transmission member 500.

[0149] Specifically, in this embodiment, an electronic shifting device is provided on the electronic control unit. When shifting gears is required, such as... Figures 2-6 As shown, the transmission control assembly 30 controls the operating mechanism 20 to move outward toward the console 1, and also causes the operating mechanism 20 to pop out from the recess 110. The rotation mechanism 300 can drive the transmission component 500 and the operating mechanism 20 to rotate relative to the console 1. Furthermore, when the operating mechanism 20 swings relative to the transmission component 500, the electronic shifting device shifts gears. For example:

[0150] When the toggle control mechanism 20 swings upward relative to the transmission member 500, the electronic shifting device switches to forward gear; when the toggle control mechanism 20 swings downward relative to the transmission member 500, the electronic shifting device switches to reverse gear. Alternatively, when the toggle control mechanism 20 swings to the left relative to the transmission member 500, the electronic shifting device switches to forward gear; when the toggle control mechanism 20 swings to the right relative to the transmission member 500, the electronic shifting device switches to reverse gear. Those skilled in the art can design according to actual needs and specific circumstances, and this embodiment does not impose specific limitations on this.

[0151] This embodiment also discloses an electronic control unit for a vehicle, such as... Figure 2 As shown, the control mechanism 20 is frustum-shaped, and when viewed along a direction perpendicular to the outer surface of the control console 1, the control mechanism 20 has a trapezoidal profile.

[0152] Among them, such as Figure 1 and Figure 6 As shown, a parking button 210 is provided on one end of the control mechanism 20 away from the console 1, and an automatic parking button 220 is provided on the other end of the control mechanism 20.

[0153] Specifically, in this embodiment, the control mechanism 20 has a trapezoidal outline, which is aesthetically pleasing and has a strong mechanical feel after being deployed. A parking button 210 is provided on the end of the control mechanism 20 away from the control console 1 for use when parking, and an automatic parking button 220 is provided on the other end of the control mechanism 20 for automatic parking.

[0154] It should be noted that those skilled in the art can also set the control mechanism 20 to other shapes as needed, such as semicircle, rhombus, etc., and can also make personalized designs according to user needs.

[0155] In summary, this invention provides an electronic control unit and vehicle control system for a vehicle. The electronic control unit includes a console 1, on which a biometric identification mechanism 10 and a control mechanism 20 are mounted. Inside the console 1 are a transmission control component 30, which is connected to the control mechanism 20, and a controller connected to the biometric identification mechanism 10 and the transmission control component 30. The biometric identification mechanism 10 can integrate functions such as fingerprint recognition, and the control mechanism 20 can also integrate functions such as vehicle heating control, window lifting control, and seat control, fulfilling the requirements for intelligent and integrated functions. The control mechanism 20 is driven by a rotating mechanism 300, a moving mechanism 400, and a transmission component 500, enabling it to pop out and rotate relative to the console 1. When not in use, the control mechanism 20 is combined with the console 1 to avoid affecting the interior space. Furthermore, its pop-out and rotation provide a strong mechanical feel and a sense of ceremony.

[0156] Furthermore, this electronic control unit can be installed inside the vehicle's cabin, such as on the center console, under the steering wheel or instrument panel, or in other locations. The process of the control mechanism 20 popping out, rotating, retracting, and resetting will be illustrated using an example:

[0157] When the controller in console 1 controls the movement mechanism 400 to move, such as Figures 2-6 As shown, the bidirectional solenoid valve 410 in the moving mechanism 400 drives a pair of connecting arms 420 and the transmission component 500 to pop outward by a certain displacement. At this time, the transmission component 500 drives the operating mechanism to pop outward of the control console 1 by a certain displacement, for example, 15mm, and after the transmission component 500 pops out, it further... Figures 7-11 As shown, the second gear 340 on the transmission component 500 moves and meshes with the first tooth 331 of the first gear 330. When the controller transmits an action signal to the rotation mechanism 300, the driver 310 drives the first gear 330 to rotate, which in turn drives the second gear 340 to mesh and rotate. The second gear 340 then drives the transmission component 500 and the control mechanism 20 to rotate. Furthermore, the third gear 350 and the signal shaft 351 also rotate. The angle sensor on the signal board 360 acquires the rotation angle of the magnet on the signal shaft 351, thereby obtaining the rotation angle of the transmission component 500 and the control mechanism 20. When the transmission component 500 and the control mechanism 20 rotate to their maximum angle, the driver 310 stops rotating.

[0158] The rotation mechanism 300 controls the rotation process of the transmission component 500 and the control mechanism 20, and the moving mechanism 400 controls the retraction process of the transmission component 500 and the control mechanism 20, which are the opposite of the above-described actions. This embodiment will not repeat them.

[0159] Example 2

[0160] As another preferred embodiment of the present invention, this embodiment also discloses a vehicle control system, including the electronic control unit of any of the vehicles described in the embodiments. Wherein:

[0161] The biometric identification mechanism 10 includes a fingerprint recognition device that communicates with the vehicle's ECU, and the vehicle control system has a user welcome mode, a driving control mode, and a parking and engine off mode.

[0162] Specifically, in this embodiment, the vehicle control system can identify the driver's identity through a fingerprint recognition device and communicate with the vehicle's ECU to perform control in multiple modes.

[0163] More specifically, in this embodiment, the fingerprint recognition device may also be equipped with an electronic display screen or an LCD screen, on which the fingerprint recognition area, start / stop button and vehicle gear position are displayed.

[0164] The implementation of this embodiment also discloses a vehicle control system. When the driver enters the cockpit and touches the fingerprint recognition device, the fingerprint recognition device acquires the driver's fingerprint information and transmits the fingerprint information to the vehicle's ECU for verification with the stored owner's fingerprint information.

[0165] The vehicle control system does not respond when the fingerprint information does not match the stored owner's fingerprint information.

[0166] When the fingerprint information matches the stored vehicle owner information, the vehicle control system enters the user welcome mode. The moving mechanism 400 controls the operating mechanism 20 to pop up and retract relative to the console 1, and the vehicle control system controls the vehicle to enter the start preparation mode.

[0167] Specifically, in this embodiment, after the fingerprint recognition device acquires the driver's fingerprint information, it transmits the fingerprint information to the vehicle's ECU for verification against the stored owner's fingerprint information. When the fingerprint information matches the stored owner information, the verification is successful, and the vehicle enters the user welcome mode. At this time, the moving mechanism 400 controls the control mechanism 20 to pop up and retract relative to the console 1, creating a strong sense of ceremony. The vehicle also then enters the start-up preparation phase.

[0168] More specifically, in this embodiment, when the fingerprint recognition device obtains the same fingerprint information of the driver as the owner stored in the vehicle's ECU and enters the user welcome mode, it can also adjust the seat to the owner's preset position, and can also switch the steering wheel position and other personalized settings in the large screen to the same setting mode as the owner's fingerprint information. Those skilled in the art can make settings according to actual needs, and this embodiment does not make specific limitations on this.

[0169] This embodiment also discloses a vehicle control system. When the vehicle control system controls the vehicle to enter the start-up preparation state, and the driver clicks the fingerprint recognition device again, the vehicle control system enters the driving control mode. The moving mechanism 400 controls the operating mechanism 20 to pop out relative to the console 1, and the rotating mechanism 300 controls the operating mechanism 20 to rotate relative to the console 1 to the control position. Wherein:

[0170] When the control mechanism 20 is in the control position, such as Figure 4 As shown, the vehicle control system keeps the vehicle in neutral. Furthermore, when in neutral, the fingerprint recognition device's display will show that the car is in "N" gear.

[0171] When the toggle control mechanism 20 swings clockwise relative to the control console 1, as Figure 5 and Figure 12 As shown, the vehicle control system keeps the vehicle in forward gear.

[0172] When the toggle control mechanism 20 swings counterclockwise relative to the control console 1, as Figure 6 and Figure 12 As shown, the vehicle control system puts the vehicle in reverse gear.

[0173] When the automatic parking button on the control mechanism 20 is pressed, the vehicle control system puts the vehicle into parking mode. Pressing the automatic parking button again or pressing the brake pedal releases the automatic parking mode.

[0174] Specifically, in this embodiment, the control position of the control mechanism 20 refers to the maximum angle that the control mechanism 20 rotates to relative to the console 1 after it pops out. For example, in this embodiment, the control position refers to the angle between one side surface of the control mechanism 20 and the outer plane of the console 1 being 80 degrees.

[0175] More specifically, in this embodiment, when the control mechanism 20 swings clockwise or counterclockwise relative to the control console 1, the swing angle of the control mechanism 20 can be any angle within the range of 5°-20°, such as 5°, 10°, 15°, 20° or other angles. This embodiment does not specifically limit this. Furthermore, the control mechanism 20 can automatically reset after swinging.

[0176] More specifically, in this embodiment, after the vehicle control system enters the driving control mode, the moving mechanism 400 controls the control mechanism 20 to pop out relative to the console 1, and the rotating mechanism 300 controls the control mechanism 20 to rotate to its maximum position relative to the console 1. When the control mechanism 20 is in neutral, the vehicle's gears can be changed by swinging the control mechanism 20 relative to the console 1. The operation is convenient and the control is timely. Furthermore, the vehicle can be put into parking mode by pressing the automatic parking button. The control is simple and convenient, and the release method is also simple and convenient. The parking state can be released by pressing the parking button again or lightly pressing the brake.

[0177] The implementation of this embodiment also discloses a vehicle control system. When the driver stops the vehicle or presses the stop button 210 on the control mechanism 20 and turns off the engine, the rotation mechanism 300 controls the control mechanism 20 to rotate relative to the console 1, and the moving mechanism 400 controls the control mechanism 20 to retract relative to the console 1. The connecting part on the control mechanism 20 engages with the recess 110, and the vehicle control system enters the parking and engine off mode.

[0178] Specifically, in this embodiment, after the vehicle control system stops, the control mechanism 20 resets, preventing the pop-out control mechanism 20 from affecting the interior space. Furthermore, when the vehicle needs to be restarted, it can be restarted by pressing the fingerprint recognition device again; this embodiment does not specifically limit this.

[0179] In summary, the vehicle control system provided by this invention uses a fingerprint recognition device to determine the driver's identity, and then uses the vehicle's ECU to control the vehicle to enter the user welcome mode, driving control mode, and parking and engine off mode. The vehicle is controlled by the electronic control unit and the buttons on the electronic control unit, and the forward and reverse gears are controlled by moving the control mechanism 20. This meets the needs of personalization and intelligence, and can create a strong sense of ceremony.

[0180] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. An electronic control unit for a vehicle, characterized in that, The system includes a console equipped with a biometric identification mechanism and a control mechanism. The console internally houses a transmission control component that is driveably connected to the control mechanism, and a controller connected to both the biometric identification mechanism and the transmission control component. The biometric identification mechanism is located on the outer surface of the console, near the control mechanism. The control mechanism is movably connected to the console via the transmission control component. A recess is also provided on one side of the console, and a mating part that fits the recess is provided on the side of the control mechanism near the recess. The transmission control assembly includes a rotating mechanism, a moving mechanism, and a transmission component. One end of the transmission component is connected to the control mechanism, and the other end is disposed within the control console and is drively connected to the rotating mechanism and the moving mechanism. After the biometric identification device successfully identifies the device, the controller controls the moving mechanism to move the transmission component toward the outside of the console and links the control mechanism to pop out from the recess. The rotating mechanism can drive the transmission component and the control mechanism to rotate relative to the console, and the control mechanism can swing relative to the transmission component.

2. The electronic control unit for a vehicle as described in claim 1, characterized in that, The rotating mechanism includes a rotating drive assembly and a rotating transmission assembly, wherein the rotating drive assembly and the rotating transmission assembly are connected in a driving connection; wherein The rotation drive assembly includes a driver and a worm gear, with the worm gear disposed at the output end of the driver; The rotational transmission assembly includes a first gear, a second gear, and a third gear. The first gear meshes with the worm gear, and both ends of the first gear along its axial direction mesh with the second gear and the third gear, respectively. The second gear is used to connect with the transmission component and drive the transmission component to rotate. The axial direction of the first gear is parallel to the axial direction of the second gear, and the axial direction of the second gear is perpendicular to the axial direction of the third gear.

3. The electronic control unit for a vehicle as described in claim 2, characterized in that, In the axial direction of the first gear, a first tooth portion, a second tooth portion, and a third tooth portion are sequentially provided on the outer wall surface of the first gear. The second tooth portion is provided with worm teeth that mesh with the worm gear. The first tooth portion and the third tooth portion are respectively located on both sides of the second tooth portion. The diameter of the first tooth is larger than the diameter of the second tooth, and the first tooth is provided with gear teeth that mesh with the second gear; The diameter of the third tooth is smaller than that of the second tooth, and the third tooth is provided with a worm gear that meshes with the third gear.

4. The electronic control unit for a vehicle as described in claim 3, characterized in that, The second gear has a polygonal cross-section shaft hole at its center. The transmission component has a polygonal cross-section shaft key structure that matches the shaft hole. The shaft key structure is sleeved with the shaft hole to connect the transmission component and the second gear in a non-rotatable manner. When the rotation drive assembly rotates, it drives the first gear and the second gear to rotate, and the second gear can drive the transmission component and the control mechanism to rotate.

5. The electronic control unit for a vehicle as described in claim 4, characterized in that, The transmission component also includes a signal plate, which is located on one side of the rotation drive assembly and the rotation transmission assembly and is disposed opposite to the third gear. The third gear is provided with a signal shaft, and a magnet is provided at one end of the signal shaft near the signal plate. An angle sensor is provided on the signal plate. in When the driver drives the transmission assembly to rotate, the angle sensor can obtain the rotation angle of the magnet on the third gear.

6. The electronic control unit for a vehicle as described in claim 5, characterized in that, When the driver drives the second gear and the transmission component to rotate, the transmission component drives the control mechanism to rotate relative to the console. in When the control mechanism is rotated to its maximum angle relative to the console, the angle between one side surface of the control mechanism and the outer plane of the console is less than or equal to 80 degrees.

7. The electronic control unit for a vehicle as described in claim 6, characterized in that, The moving mechanism is located on one side of the rotating mechanism and away from the controlling mechanism; and The moving mechanism includes a bidirectional solenoid valve and a pair of connecting arms. The pair of connecting arms are respectively disposed at both ends of the bidirectional solenoid valve. One end of each connecting arm is connected to the bidirectional solenoid valve, and the other end is engaged with the transmission component. The bidirectional solenoid valve can drive the transmission component to switch between an extended state and a retracted state. When the bidirectional solenoid valve drives the transmission component to the pop-out state, the transmission component drives the control mechanism to pop out in a direction away from the control console, and the second gear meshes with the first gear; When the bidirectional solenoid valve drives the transmission component to the retracted state, the transmission component drives the control mechanism to retract towards the control console, and the second gear disengages from the first gear.

8. The electronic control unit for a vehicle as described in claim 7, characterized in that, When the bidirectional solenoid valve drives the transmission component to switch between the pop-out state and the retracted state, the pop-out displacement and the retracted displacement of the transmission component are both within the range of 10mm to 25mm.

9. The electronic control unit for a vehicle as described in claim 8, characterized in that, The electronic control unit includes an electronic shifting device, wherein the electronic shifting device performs shifting control when the control mechanism swings relative to the transmission member.

10. The electronic control unit of the vehicle as described in claim 9, characterized in that, The control mechanism is frustum-shaped, and when viewed along a direction perpendicular to the outer surface of the control console, the control mechanism has a trapezoidal profile; wherein A parking button is provided on one end of the control mechanism away from the console, and an automatic parking button is provided on the other end of the control mechanism.

11. A vehicle control system, characterized in that, Includes the electronic control unit of the vehicle as described in any one of claims 1-10; wherein The biometric identification mechanism includes a fingerprint recognition device, which is connected in communication with the vehicle's ECU. The vehicle control system has a user welcome mode, a driving control mode, and a parking and engine off mode.

12. The vehicle control system as described in claim 11, characterized in that, When the driver enters the cockpit and touches the fingerprint recognition device, the fingerprint recognition device acquires the driver's fingerprint information and transmits the fingerprint information to the vehicle's ECU for verification against the stored owner's fingerprint information; When the fingerprint information is different from the stored vehicle owner fingerprint information, the vehicle control system does not respond; When the fingerprint information matches the stored vehicle owner fingerprint information, the vehicle control system enters the user welcome mode, the mobile mechanism controls the control mechanism to pop up and retract relative to the console, and the vehicle control system controls the vehicle to enter the start preparation mode.

13. The vehicle control system as described in claim 12, characterized in that, When the vehicle control system controls the vehicle to enter the start preparation state, and the driver clicks the fingerprint recognition device again, the vehicle control system enters the driving control mode. The moving mechanism controls the control mechanism to pop out relative to the console, and the rotating mechanism controls the control mechanism to rotate relative to the console to the control position. in When the control mechanism is in the control position, the vehicle control system controls the vehicle to be in neutral. When the control mechanism is swung clockwise relative to the console, the vehicle control system controls the vehicle to be in forward gear. When the control mechanism is swung counterclockwise relative to the console, the vehicle control system controls the vehicle to be in reverse gear. When the automatic parking button on the control mechanism is pressed, the vehicle control system controls the vehicle to be in a parking state. After pressing the automatic parking button again or pressing the brake pedal, the vehicle releases the automatic parking state.

14. The vehicle control system as described in claim 13, characterized in that, When the driver parks the vehicle or presses the parking button on the control mechanism and turns off the engine, the rotation mechanism controls the control mechanism to rotate relative to the console, the movement mechanism controls the control mechanism to retract relative to the console, the connecting part on the control mechanism engages with the recess, and the vehicle control system enters the parking and engine-off mode.

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