Vehicle control system and vehicle

Abstract

The invention relates to a vehicle control system and a vehicle. A vehicle control system includes: a door lock mechanism; the collision pre-detection unit is used for acquiring vehicle driving state data and obstacle position data; the intelligent driving controller is used for generating a first unlocking control instruction when it is determined that a collision risk exists based on the vehicle driving state data and the obstacle position data; and the domain controller is used for controlling the door lock mechanism to unlock when receiving the first unlocking control instruction. The intelligent driving controller can actively generate a first unlocking control instruction before actual collision based on real-time data of the collision pre-detection unit, controls the door lock mechanism to be unlocked through the domain controller, and forms a redundancy mechanism with unlocking after collision of the collision controller, so that the safety of collision is improved. And the risk of abnormal unlocking of the vehicle door when a single trigger source has the problems of signal interference, wire harness disconnection and the like in a control loop is avoided. Therefore, the reliability of vehicle door unlocking in the collision accident process can be effectively improved, and then the riding safety is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control system and a vehicle. Background Technology

[0002] After a vehicle collision, all four doors and the tailgate must be reliably unlocked to ensure occupant escape and external rescue. With the popularization of new energy vehicles, the configuration of electric doors and electric tailgates also places higher demands on the reliability of opening after a collision.

[0003] In current common distributed and domain-centralized architectures, the collision unlocking function is usually implemented by line signals to unlock the side doors and tailgate. Specifically, when a collision occurs, the collision signal is transmitted to the collision controller. After the collision controller judges the situation, it transmits the signal to the vehicle controller or domain controller via line signals. The vehicle controller or domain controller controls the door lock motor to perform the unlocking action via line signals.

[0004] This series control method, which is implemented through line signals, has defects. If there are problems such as signal interference or wire harness disconnection in the control circuit, it can easily lead to abnormal door unlocking, which is detrimental to passenger safety. Summary of the Invention

[0005] Therefore, it is necessary to provide a vehicle control system and vehicle to address the problem that conventional technologies, when issues such as signal interference or wiring harness disconnection occur in the control circuit, can easily lead to abnormal door unlocking and compromise passenger safety.

[0006] This application provides a vehicle control system, including: a door lock mechanism; a collision pre-detection unit for acquiring vehicle driving status data and obstacle position data; an intelligent driving controller for generating a first unlocking control command when a collision risk is determined based on the vehicle driving status data and the obstacle position data; and a domain controller for controlling the door lock mechanism to unlock upon receiving the first unlocking control command.

[0007] According to one embodiment of this application, it further includes: a collision detection unit for acquiring a collision signal; a collision controller for generating a second unlocking control command upon receiving the collision signal; and the domain controller for controlling the door lock mechanism to unlock upon receiving the second unlocking control command.

[0008] According to one embodiment of this application, it further includes: an in-vehicle wireless communication module, used to receive accident information generated by the collision controller based on the collision signal, and send the accident information to a terminal.

[0009] According to one embodiment of this application, the collision controller is further configured to send the second unlocking control command to the vehicle wireless communication module when communication with the domain controller is abnormal; the vehicle wireless communication module is further configured to receive the second unlocking control command and send the second unlocking control command to the domain controller.

[0010] According to one embodiment of this application, it further includes: a satellite telemetry communication module, configured to receive the second unlocking control command sent by the collision controller, and send the second unlocking control command to the domain controller; wherein, the collision controller is configured to determine that the communication between the collision controller and the vehicle wireless communication module is abnormal, and when the communication between the collision controller and the domain controller is abnormal, send the second unlocking control command to the satellite telemetry communication module.

[0011] According to one embodiment of this application, the satellite telemetry communication module is further configured to send the accident information to a terminal when receiving accident information generated by the collision controller based on the collision signal; wherein, the collision controller is configured to send the accident information to the satellite telemetry communication module when it determines that the communication between the collision controller and the vehicle wireless communication module is abnormal.

[0012] According to one embodiment of this application, the intelligent driving controller is further configured to start timing when a collision risk is determined, and generate a locking control command when no collision occurs within a preset time period; the domain controller is further configured to control the door lock mechanism to lock when the locking control command is received.

[0013] According to one embodiment of this application, multiple door lock mechanisms and multiple domain controllers are respectively provided, and the multiple door lock mechanisms and multiple domain controllers are connected to each other in a one-to-one correspondence, and at least two of the multiple domain controllers are connected to each other in a signal connection.

[0014] According to one embodiment of this application, the domain controller is connected to the collision controller via at least two lines.

[0015] This application also provides a vehicle including the vehicle control system described above.

[0016] The aforementioned vehicle control system and vehicle, including the collision pre-detection unit, can actively collect vehicle driving status data and obstacle position data. This allows for the acquisition of collision risk information without waiting for a collision to occur, providing crucial data support for subsequent early assessment of collision probability. Based on real-time data from the collision pre-detection unit, the intelligent driving controller can proactively generate a first unlocking control command before the actual collision. This command, controlled by the domain controller, unlocks the door lock mechanism, creating a redundancy mechanism with the post-collision unlocking of the collision controller. This avoids complete reliance on the collision controller's control signal after the collision, thus mitigating the risk of abnormal door unlocking due to signal interference or wiring harness disconnection in the control loop caused by a single trigger source. Furthermore, the early triggering of unlocking provides sufficient time for the door lock mechanism to operate, avoiding the problem of the door lock mechanism jamming due to vehicle body deformation at the moment of collision. Therefore, this application can effectively improve the reliability of door unlocking during a collision, thereby enhancing passenger safety. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of a vehicle control system according to an embodiment of this application.

[0018] Figure 2 This is an application scenario diagram of a vehicle control system according to an embodiment of this application.

[0019] Figure label:

[0020] 10. Door lock mechanism; 11. Left front door lock; 12. Left rear door lock; 13. Right front door lock; 14. Right rear door lock; 15. Tailgate lock; 20. Collision pre-detection unit; 30. Intelligent driving controller; 40. Domain controller; 50. Collision detection unit; 60. Collision controller; 70. In-vehicle wireless communication module; 80. Terminal; 90. Satellite telemetry communication module. Detailed Implementation

[0021] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0022] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.

[0023] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0024] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0025] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0026] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0027] Combination Figure 1 and Figure 2 An embodiment of this application provides a vehicle control system including: a door lock mechanism 10; a collision pre-detection unit 20 for acquiring vehicle driving status data and obstacle position data; an intelligent driving controller 30 for generating a first unlocking control command when a collision risk is determined based on the vehicle driving status data and obstacle position data; and a domain controller 40 for controlling the door lock mechanism 10 to unlock upon receiving the first unlocking control command.

[0028] The door lock mechanism 10 is the actuator that directly realizes the locking and unlocking actions of the vehicle doors. Its working state directly determines whether the occupant escape route is unobstructed and whether external rescue can intervene quickly in a collision scenario. The door lock mechanism 10 is connected to the domain controller 40 and can receive the unlocking drive signal output by the domain controller 40 in real time. Based on the signal, it can accurately execute the unlocking action to ensure that the door can be opened smoothly when needed, without jamming or delay.

[0029] The collision pre-detection unit 20 can continuously and actively collect vehicle driving status data and obstacle position data. The vehicle driving status data can include information reflecting the vehicle's own motion status, such as the vehicle's current driving speed, the driver's braking operation, and steering operation. The obstacle position data can include information reflecting the spatial positional relationship between the vehicle and external objects, such as the relative distance, relative motion direction, relative acceleration, and approximate shape characteristics of obstacles around the vehicle.

[0030] The collision pre-detection unit 20 can utilize existing detection components in the vehicle used for collecting driving status data, such as: status detection modules related to braking and steering operations to acquire driving status data such as vehicle braking status and steering angle; and environmental perception devices for sensing surrounding obstacles, such as millimeter-wave radar and vision cameras, to acquire position data such as the relative distance and relative acceleration between obstacles and the vehicle. Alternatively, an integrated detection module can be used, capable of simultaneously acquiring data such as vehicle speed and obstacle contour features. Its data acquisition logic can be a centralized management method for input and output resources within the vehicle control system, ensuring continuous and stable acquisition of vehicle driving status data and obstacle position data required for collision risk prediction. Furthermore, considering the signal acquisition requirements in collision scenarios, a detection structure with multiple data channels can be adopted, capable of acquiring both the vehicle's own driving dynamic data and real-time capture of surrounding obstacle position changes, meeting the need for multi-dimensional data acquisition before collision risk prediction.

[0031] The intelligent driving controller 30 can perform real-time analysis and collision risk assessment on the two types of data transmitted by the collision pre-detection unit 20. For example, the intelligent driving controller 30 comprehensively calculates vehicle driving status data and obstacle position data, analyzes the vehicle's own movement trend and the obstacle's movement trend, and determines whether their trajectories might intersect. If the analysis determines that a collision between the vehicle and the obstacle is inevitable, or that the probability of a collision exceeds a preset safety risk standard, then the vehicle is deemed to be at risk of collision. When a collision risk is determined, the intelligent driving controller 30 generates a first unlocking control command to trigger door unlocking. The intelligent driving controller 30 is connected to the domain controller 40 via wired or wireless means, sending the generated first unlocking control command to the domain controller 40 in real-time and accurately, ensuring that the unlocking command is transmitted without delay.

[0032] Domain controller 40 receives the first unlock control command sent by intelligent driving controller 30 and directly drives door lock mechanism 10 to perform the unlocking action based on the command. Domain controller 40 establishes a direct control connection with door lock mechanism 10. After receiving the first unlock control command, it can directly output the unlock drive signal to door lock mechanism 10 without going through other intermediate controllers or forwarding nodes, ensuring that door lock mechanism 10 responds quickly to the unlock command without signal loss or delay caused by intermediate links.

[0033] During normal vehicle operation, the collision pre-detection unit 20 continuously collects data and transmits the real-time vehicle driving status data and obstacle position data to the intelligent driving controller 30 without interruption. After receiving the data, the intelligent driving controller 30 analyzes and calculates the data to determine in real time whether the vehicle faces a collision risk. If the intelligent driving controller 30 determines that there is a collision risk, it generates a first unlocking control command and sends the command to the domain controller 40. After receiving the first unlocking control command, the domain controller 40 outputs an unlocking drive signal to the door lock mechanism 10 to control the door lock mechanism 10 to complete the unlocking action, thereby realizing the collision pre-unlocking function of risk prediction, command generation, and unlocking execution.

[0034] In this embodiment, the collision pre-detection unit 20, intelligent driving controller 30, domain controller 40, and door lock mechanism 10 are used to achieve collision risk prediction and door unlocking. While maintaining the rationality of the vehicle architecture, a collision pre-unlocking function is added to the vehicle, enabling the vehicle control system to have both architectural advantages and collision safety assurance capabilities. The intelligent driving controller 30 can predict the risk and generate unlocking commands before the actual collision occurs, advancing the unlocking action to the prediction stage when the collision is inevitable. This provides sufficient time for the door lock mechanism 10 to act, effectively avoiding problems such as structural jamming and signal delay faced by unlocking after a collision. It ensures that the door lock is unlocked before the collision impact affects the vehicle body structure, buying critical time for occupants to escape quickly and for external rescue personnel to intervene in a timely manner, significantly improving the level of occupant safety in collision scenarios.

[0035] In some embodiments, the vehicle control system further includes: a collision detection unit 50 for acquiring a collision signal; a collision controller 60 for generating a second unlocking control command upon receiving a collision signal; and a domain controller 40 for controlling the door lock mechanism 10 to unlock upon receiving the second unlocking control command.

[0036] In this embodiment, the collision detection unit 50 continuously monitors whether a collision has occurred. When a collision is detected, it acquires a collision signal that characterizes the collision and transmits the signal to the collision controller 60. Upon receiving the collision signal from the collision detection unit 50, the collision controller 60 confirms the signal, determines that a collision has actually occurred, and then generates a second unlocking control command to control the door lock mechanism 10 to unlock. This second unlocking control command is then sent to the domain controller 40. Upon receiving the second unlocking control command from the collision controller 60, the domain controller 40 outputs a drive signal to the door lock mechanism 10 according to the command, driving the door lock mechanism 10 to perform the unlocking action, thus unlocking the door after the collision. This dual unlocking mechanism of pre-unlocking before and after a collision avoids the problem of delayed unlocking due to prediction errors that may occur if only pre-unlocking before a collision is relied upon. When a collision actually occurs, the collision detection unit 50 can directly capture the collision signal, and the collision controller 60 quickly generates an unlocking command, ensuring that the domain controller 40 reliably controls the door lock mechanism 10 to unlock. This further ensures the smooth escape of occupants and timely intervention of external rescue after a collision, improving the safety guarantee capability in vehicle collision scenarios.

[0037] For example, the collision detection unit 50 can be an acceleration sensor installed on the front fender, headlight bracket, and central area of ​​the driver's compartment, or a pressure sensor embedded in the door anti-collision beam. It can also be an electromechanical sensor with a rolling ball or eccentric hammer structure. The acceleration sensor converts the displacement change of its internal mass block during a collision into an electrical signal, capturing the vehicle's instantaneous and violent speed fluctuations. The pressure sensor senses the pressure generated by the compression deformation of the vehicle body structure due to the impact, generating a signal. The electromechanical sensor uses collision inertia to drive mechanical components to open and close electrical contacts, outputting a switching signal. The collision controller 60, working in conjunction with this unit, first receives these signals from different detection units. It analyzes the amplitude, duration, and other parameters of the signals through its built-in circuitry, comparing them with preset collision characteristic thresholds to eliminate false triggers caused by road bumps or other interference. After confirming that a collision has actually occurred, it generates a second unlock control command and transmits it to the domain controller 40.

[0038] In some embodiments, the vehicle control system further includes: an on-board wireless communication module 70, used to receive accident information generated by the collision controller 60 based on the collision signal, and to send the accident information to the terminal 80.

[0039] After receiving the collision signal transmitted by the collision detection unit 50, the collision controller 60 generates a second unlocking control command for controlling the door lock to unlock, and also generates accident information based on the collision signal and sends this accident information to the vehicle wireless communication module 70.

[0040] For example, accident information includes core content related to the accident, such as confirmation that a collision has occurred and the current basic status of the vehicle.

[0041] After receiving the accident information, the vehicle-mounted wireless communication module 70 uses its wireless communication capabilities to transmit the accident information to a terminal 80 that is pre-bound to the vehicle. The terminal 80 can be the vehicle owner's mobile device, the vehicle brand's service platform terminal 80, the emergency rescue center terminal 80, etc.

[0042] This enables real-time synchronization of collision information both inside and outside the vehicle. Even if the owner is not near the vehicle or the vehicle is unattended, users of the terminal 80 can be informed of the collision immediately. Furthermore, for vehicle service platforms or emergency rescue centers, timely acquisition of accident information allows for rapid initiation of rescue dispatch and post-accident handling, effectively avoiding problems such as untimely rescue and low accident handling efficiency caused by delayed accident information transmission. This further improves the safety guarantee and follow-up service system after a vehicle collision, enhancing the timeliness and convenience of accident handling.

[0043] In some embodiments, the collision controller 60 is further configured to send a second unlock control command to the vehicle wireless communication module 70 when communication with the domain controller 40 is abnormal; the vehicle wireless communication module 70 is further configured to receive the second unlock control command and send the second unlock control command to the domain controller 40.

[0044] For example, the collision controller 60 monitors the communication status between itself and the domain controller 40 in real time. This communication status includes whether signals can be sent and received normally, and whether there are interruptions or delays in signal transmission. When the collision controller 60 detects a communication anomaly between itself and the domain controller 40, such as a failure in the wiring or signal interference preventing normal signal transmission, it switches the transmission path of the second unlocking control command. Instead of sending the command directly to the domain controller 40, it sends the second unlocking control command to the vehicle wireless communication module 70. After receiving the second unlocking control command, the vehicle wireless communication module 70, acting as an intermediate relay, accurately forwards the command to the domain controller 40. After receiving the second unlocking control command forwarded by the vehicle wireless communication module 70, the domain controller 40, according to normal control logic, outputs a drive signal to the door lock mechanism 10, controlling the door lock mechanism 10 to perform the unlocking action.

[0045] This embodiment adds a backup communication path for the transmission of the second unlocking control command, effectively solving the problem of command disconnection that may occur when the collision controller 60 and the domain controller 40 experience communication failures. In normal scenarios, the second unlocking control command is transmitted via the main path between the collision controller 60 and the domain controller 40. When the main path fails, the backup path of the collision controller 60, the vehicle wireless communication module 70, and the domain controller 40 is activated, ensuring that the second unlocking control command can be transmitted to the domain controller 40 in a timely and accurate manner, thereby guaranteeing that the door lock mechanism 10 unlocks smoothly after a collision. This path redundancy design significantly improves the fault tolerance and reliability of the collision unlocking function, avoids the risk of unlocking failure due to a single communication path failure, and further strengthens safety assurance in collision scenarios.

[0046] In some embodiments, the vehicle control system further includes: a satellite telemetry communication module 90, configured to receive a second unlocking control command sent by the collision controller 60, and send the second unlocking control command to the domain controller 40; wherein the collision controller 60 is configured to send the second unlocking control command to the satellite telemetry communication module 90 when it determines that the collision controller 60 and the vehicle wireless communication module 70 are communicating abnormally, and when the collision controller 60 and the domain controller 40 are communicating abnormally.

[0047] The satellite telemetry communication module 90 is an in-vehicle communication component that enables vehicles to interact with the outside world via satellite networks. Its core feature is that it is not limited by the coverage of terrestrial wireless signals, allowing it to operate stably even in extreme scenarios such as mountainous areas, deserts, and uninhabited regions where terrestrial networks are weak or nonexistent. In vehicle applications, it can serve as a backup for the in-vehicle wireless communication module 70, ensuring timely and effective communication when the latter malfunctions. Furthermore, it supports remote vehicle positioning, status data uploading, and emergency calls, guaranteeing uninterrupted vehicle communication in extreme environments and providing reliable support for rescue and vehicle control.

[0048] In this embodiment, the collision controller 60 simultaneously monitors the status of two communication links: the communication link between itself and the domain controller 40, and the communication link between itself and the vehicle wireless communication module 70. When the collision controller 60 confirms through monitoring that both communication links are abnormal—that is, the communication path between the collision controller 60 and the domain controller 40, and the backup path between the collision controller 60, the vehicle wireless communication module 70, and the domain controller 40—cannot transmit signals normally, it will activate a third backup communication path and send the second unlocking control command to the satellite telemetry communication module 90. After receiving the command, the satellite telemetry communication module 90 uses satellite communication technology to accurately transmit the second unlocking control command to the domain controller 40. After receiving the second unlocking control command sent by the satellite telemetry communication module 90, the domain controller 40 controls the door lock mechanism 10 to perform the unlocking action according to the command requirements.

[0049] The communication path provided by the satellite telemetry communication module 90 is independent of conventional ground communication links and is unaffected by the coverage of ground wireless signals. Even in remote mountainous areas, deserts, uninhabited areas, or other regions where conventional wireless signals are weak or completely absent, this path can still operate stably. By adding a satellite communication path, a triple command transmission system of the main path, ground backup path, and satellite backup path is constructed, completely solving the problem of the inability to transmit the second unlocking control command when conventional communication fails completely in extreme scenarios. Even when the vehicle is in a complex environment, it can ensure that the second unlocking control command is transmitted to the domain controller 40, guaranteeing the smooth unlocking of the door lock mechanism 10. This provides maximum support for occupant escape and external rescue, significantly improving the reliability of the collision unlocking function.

[0050] In some embodiments, the satellite telemetry communication module 90 is further configured to send accident information to the terminal 80 when receiving accident information generated by the collision controller 60 based on the collision signal; wherein the collision controller 60 is configured to send accident information to the satellite telemetry communication module 90 when it determines that the communication between the collision controller 60 and the vehicle wireless communication module 70 is abnormal.

[0051] In this embodiment, after generating accident information based on the collision signal, the collision controller 60 first determines the communication status between itself and the vehicle-mounted wireless communication module 70. If the collision controller 60 determines that there is a communication anomaly between itself and the vehicle-mounted wireless communication module 70, and the accident information cannot be transmitted through the vehicle-mounted wireless communication module 70, it will send the generated accident information to the satellite telemetry communication module 90. After receiving the accident information, the satellite telemetry communication module 90 will take advantage of the advantages of satellite communication to overcome the limitations of terrestrial wireless signals and accurately send the accident information to a pre-bound terminal 80, such as the vehicle owner's mobile device or the emergency rescue center terminal 80.

[0052] The satellite telemetry communication module 90 adds a backup satellite communication path for the transmission of accident information, effectively solving the problem of accident information transmission failure when the vehicle-mounted wireless communication module 70 experiences communication malfunctions. In areas with poor or no ground wireless signal coverage, such as remote mountainous areas and deserts, even if the vehicle-mounted wireless communication module 70 is not working, the satellite telemetry communication module 90 can still reliably transmit accident information, ensuring that the terminal user 80 is promptly informed of the vehicle collision situation. For emergency rescue centers, timely acquisition of accident information enables rapid location of vehicles and planning of rescue routes, avoiding rescue delays caused by information interruption.

[0053] In some embodiments, the intelligent driving controller 30 is further configured to start timing when a collision risk is determined, and generate a locking control command when no collision occurs within a preset time period; the domain controller 40 is further configured to control the door lock mechanism 10 to lock when the locking control command is received.

[0054] In this embodiment, the intelligent driving controller 30, while analyzing vehicle driving status data and obstacle position data to determine if there is a collision risk and generating a first unlocking control command, simultaneously initiates a timing function. During the timing process, the intelligent driving controller 30 continuously monitors whether an actual collision has occurred, for example, by receiving signals from the collision detection unit 50 and analyzing changes in vehicle status. If the intelligent driving controller 30 detects that no actual collision has occurred within a preset time period, it determines that the collision risk has been eliminated. At this point, it generates a locking control command to control the door lock mechanism 10 to relock and sends the command to the domain controller 40. Upon receiving the locking control command, the domain controller 40 outputs a drive signal to the door lock mechanism 10, driving the door lock mechanism 10 to perform a locking action, thus restoring the door to the locked state.

[0055] The preset duration is the time period used by the intelligent driving controller 30 to confirm whether a collision has actually occurred after determining that there is a collision risk and triggering pre-unlocking. It needs to meet the requirements of the intelligent driving controller 30 to continuously monitor the vehicle collision risk and the vehicle safety system status. The preset duration can be determined by means of historical data statistics, collision simulation, etc., for example, it can be 30 seconds, and no specific limitation is made here.

[0056] This embodiment effectively avoids the safety hazard of prolonged door lock unlocking due to a predicted collision risk that does not actually occur. If unlocking is only implemented during a collision risk without a relocking mechanism after the risk has passed, problems such as accidental door opening while driving and increased risk of theft when the vehicle is parked may arise. This embodiment, through timing, risk reassessment, and relocking logic, ensures timely unlocking during a collision risk while quickly restoring the door to a locked state after the risk has passed. This achieves a balance between collision safety and daily driving safety, ensuring both escape and rescue capabilities in collision scenarios and vehicle safety during driving and parking in non-collision scenarios, thus improving the safety and practicality of the vehicle control system.

[0057] In some embodiments, multiple door lock mechanisms 10 and domain controllers 40 are provided, and the multiple door lock mechanisms 10 and multiple domain controllers 40 are connected to each other in a one-to-one correspondence, and at least two of the multiple domain controllers 40 are connected to each other in a signal connection.

[0058] The vehicle control system is equipped with multiple door lock mechanisms 10 and multiple domain controllers 40. Each door lock mechanism 10 establishes an independent signal connection with one domain controller 40. That is, each domain controller 40 is specifically responsible for controlling the unlocking and locking actions of its corresponding door lock mechanism 10. For example, one domain controller 40 controls the door lock mechanism 10 of the left front door, and another domain controller 40 controls the door lock mechanism 10 of the right front door. Simultaneously, at least two domain controllers 40 are selected to establish mutual signal connections to achieve signal interaction between them. Preferably, every two domain controllers 40 establish mutual signal connections. When one domain controller 40 receives an unlocking command, such as a first unlocking control command or a second unlocking control command, it will transmit the unlocking command to the other domain controllers 40 with which it has established a signal connection, ensuring that all domain controllers 40 can obtain the unlocking command.

[0059] For example, the multiple door lock mechanisms 10 include a left front door lock 11, a left rear door lock 12, a right front door lock 13, a right rear door lock 14, and a tailgate lock 15. The multiple domain controllers 40 include domain controllers 40 that are respectively connected to the left front door lock 11, the left rear door lock 12, the right front door lock 13, the right rear door lock 14, and the tailgate lock 15. Among the multiple domain controllers 40, every two domain controllers 40 are signal connected, and each domain controller 40 is signal connected to the collision controller 60, the vehicle wireless communication module 70, and the satellite telemetry communication module 90.

[0060] The one-to-one correspondence between multiple domain controllers 40 and multiple door lock mechanisms 10 avoids the problem of all door lock mechanisms 10 becoming uncontrollable due to the failure of a single domain controller 40. Even if one domain controller 40 fails, the other domain controllers 40 can still control the corresponding door lock mechanism 10 normally, ensuring that at least some doors can be unlocked and locked normally. Furthermore, the signal interaction between the domain controllers 40 enables backup transmission of unlocking commands. Even if some domain controllers 40 do not directly receive the unlocking command, they can obtain the command through other connected domain controllers 40, thereby controlling the corresponding door lock mechanism 10 to unlock. This significantly improves the redundancy and reliability of door lock control, reducing the risk of door lock malfunction due to domain controller 40 failure or command transmission errors.

[0061] In some embodiments, the domain controller 40 is connected to the collision controller 60 via at least two lines.

[0062] At least two independent lines are provided between the domain controller 40 and the collision controller 60. For example, the domain controller 40 and the collision controller 60 are connected via a CAN line and a hardwired line, respectively. These lines all have signal transmission capabilities and can be used to transmit collision signals, second unlock control commands, and other interactive signals between the two. When the collision controller 60 needs to send a signal to the domain controller 40, it can choose to transmit it via any one of these lines, or it can transmit it via multiple lines simultaneously. Similarly, when the domain controller 40 needs to provide feedback to the collision controller 60, such as the unlock status of the door lock mechanism 10, it can also transmit it via these lines. These lines are independent of each other, and if one line experiences a fault such as a line break or signal interference, it will not affect the normal operation of the other lines.

[0063] The configuration of at least two independent lines creates redundancy, effectively preventing signal interruptions caused by a single line failure. Under normal circumstances, the domain controller 40 and the collision controller 60 can transmit signals normally via either line. When one line fails due to breakage, aging, or signal interference, the other line can immediately take its place, ensuring timely and accurate transmission of critical signals such as collision signals and the second unlocking control command. This avoids issues such as the inability to transmit unlocking commands or the inability to unlock the door lock mechanism 10 due to line failure. This further enhances the reliability of the collision unlocking link and reduces the impact of hardware failures on collision safety.

[0064] In some embodiments, the vehicle control system further includes a main battery, a first backup battery, and a second backup battery. The main battery powers the door lock mechanism 10, the intelligent driving controller 30, the domain controller 40, the collision detection unit 50, the collision controller 60, the in-vehicle wireless communication module 70, and the satellite telemetry communication module 90. The first backup battery powers the door lock mechanism 10, the domain controller 40, the collision detection unit 50, and the collision controller 60. The second backup battery powers the in-vehicle wireless communication module 70 and the satellite telemetry communication module 90.

[0065] By employing a redundant design with a main battery and dual backup batteries, the problem of power outages in core components, failure of the collision unlocking function, or inability to transmit accident information caused by a main battery failure under conventional single power supply mode is solved. On the one hand, the first backup battery specifically ensures the power supply needs of unlocking core components such as the door lock mechanism 10 and the domain controller 40. Even if the main battery is damaged by a collision, it can still ensure that the collision detection unit 50 can normally acquire collision signals, the collision controller 60 can normally generate unlocking commands, and the domain controller 40 can normally drive the door lock mechanism 10 to unlock, avoiding the inability to unlock due to power interruption. On the other hand, the second backup battery specifically protects the communication components, ensuring that the vehicle wireless communication module 70 and the satellite telemetry communication module 90 can still receive and forward unlocking commands and send accident information when the main battery fails, avoiding the failure of the backup unlocking path due to power outage of the communication components.

[0066] This application also provides a vehicle including the vehicle control system described above.

[0067] For example, the door lock mechanism 10 is installed on each door of the vehicle, such as the front door, rear door, and tailgate. The collision pre-detection unit 20 is installed in the corresponding position of the vehicle to monitor the vehicle's driving status and surrounding obstacles. Components such as the intelligent driving controller 30, domain controller 40, collision detection unit 50, collision controller 60, in-vehicle wireless communication module 70, and satellite telemetry communication module 90 are installed in designated areas inside the vehicle according to the layout requirements of the vehicle's electronic and electrical architecture. All components establish signal connections according to the connection relationship of the above-mentioned vehicle control system, and work in conjunction with other systems such as the vehicle's power system, steering system, and braking system to jointly realize functions such as collision risk prediction and unlocking, post-collision unlocking, accident information transmission, and door lock relocking.

[0068] This embodiment effectively solves problems such as unlocking anomalies, command disconnection, and untimely transmission of accident information that exist in conventional vehicles during collision scenarios. Through a dual unlocking mechanism of pre-unlocking before collision and multi-path unlocking after collision, as well as a multi-channel transmission design for accident information, it significantly improves the occupant safety protection capability in collision scenarios, ensuring that occupants can escape quickly after a collision and that external rescue personnel can intervene in a timely manner.

[0069] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0070] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A vehicle control system characterized by comprising: The vehicle control system comprises: a door lock mechanism; a collision pre-detection unit configured to acquire vehicle driving state data and obstacle position data; an intelligent driving controller configured to generate a first unlocking control instruction when it is determined that there is a collision risk based on the vehicle driving state data and the obstacle position data; a domain controller configured to control the door lock mechanism to be unlocked when the first unlocking control instruction is received.

2. The vehicle control system according to claim 1, characterized by, The vehicle control system further comprises: a collision detection unit configured to acquire a collision signal; a collision controller configured to generate a second unlocking control instruction when the collision signal is received; the domain controller is further configured to control the door lock mechanism to be unlocked when the second unlocking control instruction is received.

3. The vehicle control system according to claim 2, characterized by, The vehicle control system further comprises: an on-board wireless communication module configured to receive accident information generated by the collision controller based on the collision signal and send the accident information to a terminal.

4. The vehicle control system according to claim 3, characterized by The collision controller is further configured to send the second unlocking control instruction to the on-board wireless communication module when communication with the domain controller is abnormal; the on-board wireless communication module is further configured to receive the second unlocking control instruction and send the second unlocking control instruction to the domain controller.

5. The vehicle control system according to claim 4, characterized by The vehicle control system further comprises: a satellite telemetry communication module configured to receive the second unlocking control instruction sent by the collision controller and send the second unlocking control instruction to the domain controller; wherein the collision controller is configured to send the second unlocking control instruction to the satellite telemetry communication module when it is determined that the collision controller and the on-board wireless communication module are in abnormal communication and the collision controller and the domain controller are in abnormal communication.

6. The vehicle control system according to claim 5, characterized by The satellite telemetry communication module is further configured to send the accident information to a terminal when it receives the accident information generated by the collision controller based on the collision signal; wherein the collision controller is configured to send the accident information to the satellite telemetry communication module when it is determined that the collision controller and the on-board wireless communication module are in abnormal communication.

7. The vehicle control system according to any one of claims 1 to 6, wherein: the intelligent driving controller is further configured to start timing when it is determined that there is a collision risk and generate a locking control instruction when it is determined that no collision occurs within a preset time period; the domain controller is further configured to control the door lock mechanism to be locked when the locking control instruction is received.

8. The vehicle control system according to any one of claims 1 to 6, characterized by, The door lock mechanism and the domain controller are respectively provided with a plurality of door lock mechanisms and a plurality of domain controllers, and the plurality of door lock mechanisms and the plurality of domain controllers are one-to-one signal connected, and at least two of the plurality of domain controllers are signal connected with each other.

9. The vehicle control system according to any one of claims 2 to 6, characterized by, The domain controller is connected with the collision controller through at least two lines.

10. A vehicle characterized by comprising: The vehicle control system comprises the vehicle control system according to any one of claims 1 to 9.

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