Vehicle control system

Abstract

This disclosure relates to a vehicle control system and a vehicle equipped with said vehicle control system. [Solution] The vehicle control system according to the present disclosure comprises a plurality of control modules, including a first control module and a second control module, wherein the first control module is configured to provide one or more first control signals and to control one or more vehicle driving parameters corresponding to one or more first control signals, and / or to provide one or more first control parameters to the second control module, and the second control module is configured to provide one or more second control signals based on the provided one or more first control parameters and to control one or more vehicle driving parameters corresponding to one or more second control signals.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and particularly to a vehicle control system and a vehicle equipped with the vehicle control system.

Background Art

[0002] Current vehicle control systems for route planning rely on a single or fixed electronic control unit (ECU) architecture, but have limitations when dealing with complex controls (e.g., longitudinal control). In particular, in a continuous automatic parking process, the application of driving assistance related algorithms is generally performed by a single or fixed ECU, but a single or fixed ECU architecture has difficulty flexibly meeting the demand for highly accurate longitudinal control in different scenarios such as the coordination of acceleration, deceleration, and braking. In a dynamically changing environment, a single or fixed ECU may not be able to process a large amount of data in a timely manner and make quick decisions, which affects the safety and accuracy of parking. Also, driving assistance related algorithms cannot be made to coordinate differently with the ECU settings by the entity (e.g., supplier, manufacturer, automobile company).

Summary of the Invention

Problems to be Solved by the Invention

[0003] In view of the above problems, an object of the present disclosure is to provide a vehicle control system and a vehicle equipped with the vehicle control system.

Means for Solving the Problems

[0004] A vehicle control system according to a first aspect of the present disclosure is a vehicle control system comprising a plurality of control modules, including a first control module and a second control module, wherein the first control module is configured to provide one or more first control signals and to control one or more vehicle driving parameters corresponding to one or more first control signals, and / or to provide one or more first control parameters to the second control module, and the second control module is configured to provide one or more second control signals based on the provided one or more first control parameters and to control one or more vehicle driving parameters corresponding to one or more second control signals.

[0005] A vehicle according to a second aspect of this disclosure may be equipped with the vehicle control system according to any embodiment. [Brief explanation of the drawing]

[0006] [Figure 1] Schematic diagrams of modules for a vehicle control system 100 according to several embodiments are shown. [Figure 2] This shows schematic diagrams of modules for a vehicle control system 200 according to several embodiments. [Figure 3] Schematic diagrams of modules for a vehicle control system 300 according to several embodiments are shown. [Figure 4] This shows schematic diagrams of modules for a vehicle control system 400 according to several embodiments. [Figure 5] This shows schematic diagrams of modules for a vehicle control system 500 according to several embodiments. [Figure 6] Schematic diagrams of modules for a vehicle control system 600 according to several embodiments are shown. [Figure 7] This shows schematic diagrams of modules for a vehicle control system 700 according to several embodiments. [Modes for carrying out the invention]

[0007] The following describes some of the various embodiments of this disclosure, with the aim of providing a basic understanding of the disclosure. They are not intended to determine the main or defining elements of the disclosure, or to limit the scope of protection.

[0008] For the sake of brevity and ease of understanding, the principles of this disclosure will be described primarily with reference to exemplary embodiments. However, as will be readily apparent to those skilled in the art, the same principles can be applied equally to all kinds of vehicle control systems and vehicles equipped with such vehicle control systems, and may be implemented in them, and any such modifications will not deviate from the true spirit and scope of this patent application.

[0009] Furthermore, the following description is made with reference to the drawings, which illustrate specific exemplary embodiments. Electrical, mechanical, logical, and structural modifications to these embodiments are possible without departing from the spirit and scope of this disclosure. Also, although features of this disclosure are disclosed in relation to only one of a plurality of embodiments or embodiments, such features may be combined with one or more other features in other embodiments or embodiments if they are promising and / or advantageous for any given or recognizable function. Accordingly, the following description should not be considered limiting, and the scope of this disclosure is defined by the appended claims and their equivalents.

[0010] The terms “equipped with” and “including” indicate that, in addition to the units (modules) and steps directly and expressly described in the specification and claims, the technical solutions of this disclosure may also include other units (modules) and steps not directly or expressly described.

[0011] Figure 1 shows a schematic module diagram of a vehicle control system 100 according to several embodiments. The vehicle control system 100 may comprise a plurality of control modules, such as the first control module 110 and the second control module 120 shown in Figure 1. The first control module 110 may be configured to provide one or more first control signals C11 and to control one or more vehicle driving parameters corresponding to one or more first control signals C11, and / or the first control module 110 may be configured to provide one or more first control parameters P11 to the second control module 120. The second control module 120 may be configured to provide one or more second control signals C12 based on the provided first control parameters P11 and to control one or more vehicle driving parameters corresponding to one or more second control signals C12.

[0012] Specifically, in some examples, the first control module 110 may be located, for example, within an advanced driver assistance system (ADAS) domain (e.g., an electronic control unit (ECU) equipped with ADAS) and be responsible for decision-making regarding advanced driver assistance functions (e.g., parking path planning). The first control module 110 may be configured to provide one or more first control signals C11 and to directly control one or more vehicle driving parameters, such as engine torque and braking force, corresponding to these signals. Furthermore, the first control module 110 may be configured to provide one or more first control parameters P11 to the second control module 120. These control parameters may include, but are not limited to, parking distance (stop distance), maximum vehicle speed, acceleration value, deceleration value, engine torque value, braking force value, and gear information. In this way, the first control module 110 can transmit the results of its calculations and decisions (e.g., control parameters for various vehicle power components) to subsequent control modules so that these modules can perform specific control operations. The second control module 120 may be located, for example, within the chassis domain (e.g., in an ECU equipped with a Chassis system), and may be configured to receive control parameters P11 from the first control module 110 and generate one or more second control signals C12 based on the control parameters P11. These signals are used to control corresponding vehicle driving parameters, such as adjusting braking force or changing gears.

[0013] In one exemplary application scenario, as a vehicle approaches a parking space, the first control module 110 calculates the optimal parking path and determines the required parking distance S_max (i.e., the distance the vehicle needs to travel in real time on the next parking path, or the distance required for the vehicle to reliably complete the journey), maximum vehicle speed V_max, and initial gear information as control parameters. These control parameters are then transmitted to the second control module 120. Based on the received control parameter-related information, the second control module 120 begins adjusting the vehicle's speed (e.g., ensuring it does not exceed the maximum vehicle speed V_max) and the distance traveled on the parking path (e.g., parking distance S_max) to ensure the safe completion of the parking process. In another exemplary application scenario, for applications in the Fx interface architecture (a specific architecture for communication between the ADAS domain and the vehicle chassis domain), all decisions regarding vehicle movement are centralized in the first control module 110 (typically an ECU equipped with ADAS). That is, the first control module 110 not only determines the vehicle's speed changes but also directly controls the power (i.e., torque) supplied by the engine. Simultaneously, the first control module transmits necessary control parameters, such as deceleration values ​​and gear information, to the second control module 120 (typically the chassis ECU), which then accurately executes the brakes and other related operations in response to these commands. For example, once a movement is complete, the first control module 110 initiates the next movement phase by controlling the torque of the powertrain, and the second control module 120 controls the friction brakes based on the control parameters from the first control module 110, coordinating engine torque, gears, and brakes in the automatic parking process.

[0014] The multi-control module architecture of this disclosure allows different entities (e.g., automotive companies, suppliers, manufacturers, etc.) to choose the method best suited to their needs and allocate control logic accordingly. For example, some manufacturers may want to delegate more computational work to an ECU equipped with ADAS, while others may want to distribute some tasks to other ECUs, such as a cECU (Central Electronic Control Unit) or chassis domain ECUs, in order to optimize resource utilization and response time.

[0015] Accordingly, the one or more first control signals, one or more second control signals, and one or more third control signals described herein include engine torque control signals, brake control signals, and gear control signals. Engine torque control signals can be used to adjust the vehicle's speed and achieve smooth acceleration and deceleration processes by directly controlling the power (i.e., torque) supplied by the engine. Brake control signals determine the braking force of the braking system, enabling the system to decelerate or stop the vehicle quickly and accurately as needed. Gear control signals are used to switch the vehicle's forward and reverse gears, thereby ensuring that the vehicle can move from forward to reverse or reverse to forward when the vehicle frequently needs to change direction in the automated parking process. These control signals can work together to collaboratively complete control operations such as acceleration / deceleration, forward / reverse, and gear shifting of the vehicle's movement in automated parking plans (particularly longitudinal driving plans).

[0016] Furthermore, one or more first control parameters and one or more second control parameters described herein include control parameters such as parking distance, maximum vehicle speed, acceleration value, deceleration value, engine torque value, braking force value, and gear information. Parking distance (S_max) includes the distance required for a single forward / reverse vehicle operation that is permissible when the vehicle plans a parking path, ensuring sufficient space for the vehicle to park safely. Maximum vehicle speed (V_max) includes the maximum permissible speed in the vehicle's automatic parking process. Acceleration value and deceleration value specify the rate of change during vehicle acceleration and deceleration, respectively. Engine torque value is used to indicate the specific amount of torque that the engine should provide and directly affects the vehicle's acceleration performance. Braking force value indicates the magnitude of the braking force required during braking, or is characterized as a pressure value of the brake system, etc. Gear information includes data for the currently selected gear or the gear required for the next path, e.g., forward gear or reverse gear. These control parameters provide relevant ECUs (e.g., ECUs with ADAS, chassis domain ECUs, central cECUs, etc.) with a reference to necessary vehicle control parameter information that the ECUs can calculate and convert into specific control commands. For example, before entering a parking space, an ECU with ADAS calculates the optimal driving path based on received parameters such as parking distance and maximum vehicle speed, then generates corresponding control signals to guide the chassis ECU to perform specific actions.

[0017] As described above, this disclosure provides multi-control modules with different architectures to meet the needs of different entities, and further enables the planning of automated parking paths and the control of vehicle movement. Below, several exemplary embodiments and corresponding drawings are provided based on the vehicle control system 100 described above. It should be understood that the embodiments below illustrate only some multi-control module architectures, but other architectures that satisfy the multi-control module requirements described above are also applicable.

[0018] Figure 2 shows a vehicle control system 200 of one exemplary embodiment, comprising a first control module 210 and a second control module 220, as described above. The first control module 210 is further configured to provide the second control module 220 with parking distance, maximum vehicle speed (these two are collectively referred to as P21 and can be provided together, for example, via the SV interface), and gear information P22 (provided, for example, via the Dir interface). The second control module 220 is configured to determine engine torque control signals (C21), brake control signals (C22), and gear control signals (C23) for controlling the vehicle's driving parameters based on the provided parking distance, maximum vehicle speed, and gear information (P21 and P22). For example, the first control module 210 may include an ECU equipped with ADAS, and a route planning submodule 212 located in the module determines multiple subroutes for the automatic parking, a suitable parking distance for automatic parking, a maximum vehicle speed, and gear information for the required gear, based on a specific parking space plan, and the first control module 210 provides this information (control parameters) to the second control module 220. The second control module 220 may be, for example, an ECU equipped with a Chassis system, located in the chassis domain and closer to components for controlling vehicle driving parameters such as the engine, motor, brake system, and suspension system. The second control module 220 may include submodules for calculating specific control values ​​based on the control parameter information and transmitting control signals. For example, a submodule 222 for performing gear change control transmits a control signal C23 for performing a gear change. A submodule 224 for performing acceleration planning is used to calculate specific acceleration or deceleration values ​​for reference by other submodules. Submodule 226 for propulsion or brake coordination transmits, for example, a control signal C21 for adjusting engine torque and / or a control signal C22 for adjusting braking force, based on calculated acceleration / deceleration values ​​and control parameters provided by the first control module 210.

[0019] Figure 3 shows a vehicle control system 300 of one exemplary embodiment, comprising a first control module 310 and a second control module 320, as described above. The first control module 310 is further configured to provide the second control module 320 with acceleration values, deceleration values ​​(these two are collectively referred to as P31 and can be provided together, for example, via the ±Ax interface), and gear information P32 (provided, for example, via the Dir interface). The second control module 320 is further configured to determine engine torque control signals (C31), brake control signals (C32), and gear control signals (C33) for controlling the vehicle's driving parameters based on the provided acceleration values, deceleration values, and gear information (P31 and P32). For example, the first control module 310 may include an ECU equipped with ADAS, and a route planning submodule 312 located within the module determines multiple subroutes for the automatic parking, a suitable parking distance, a maximum vehicle speed, and gear information for the required gears, based on a specific parking space plan. It provides, for example, the parking distance and maximum vehicle speed to another submodule 314 located within it for calculating specific acceleration or deceleration values. The submodule 314 provides the calculated acceleration / deceleration value P31 to the second control module 320 via the ±Ax interface and the gear information P32 to the second control module 320 via the Dir interface. The second control module 320 may be, for example, an ECU equipped with a Chassis system, and may include submodules for calculating specific control values ​​based on control parameter information and transmitting control signals. For example, a submodule 322 for performing gear change control transmits a control signal C33 for performing a gear change. Submodule 324, which performs propulsion and braking coordination, transmits, for example, a control signal C31 to adjust engine torque and / or a control signal C32 to adjust braking force, based on acceleration / deceleration values ​​calculated by submodule 314.

[0020] Figure 4 shows a vehicle control system 400 of one exemplary embodiment, comprising a first control module 410 and a second control module 420, as described above. The first control module 410 is further configured to provide the second control module 420 with a deceleration value (P41, provided, for example, via an Ax interface) and to determine an engine torque control signal C41 and a gear control signal C43 for controlling the vehicle's driving parameters, and the second control module 420 is further configured to determine a brake control signal C42 for controlling the vehicle's driving parameters based on the provided deceleration value P41. For example, the first control module 410 may include an ECU equipped with ADAS, and a route planning submodule 412 located within the module determines multiple sub-routes for automatic parking, a suitable parking distance for automatic parking, a maximum vehicle speed, and gear information for the required gears based on a specific parking space plan, and provides, for example, the parking distance and maximum vehicle speed to another submodule 414 located within it for calculating specific acceleration or deceleration values, and the submodule 414 provides the calculated deceleration value P41 to the second control module 420 via the -Ax interface. The first control module 410 may further include a submodule 416 that performs gear change control based on the determined gear information, and the submodule 416 transmits a control signal C43 for performing a gear change. The first control module 410 may further include a submodule 418 that performs propulsion control of the vehicle based on information such as the determined sub-route information, parking distance, and maximum vehicle speed, and the submodule 418 transmits a control signal C41 that adjusts the engine torque. The second control module 420 may be, for example, an ECU equipped with a Chassis system, and may include submodules for calculating specific control values ​​based on control parameter information and transmitting control signals. For example, a submodule 422 for brake coordination may transmit a control signal C42 for adjusting the braking force based on a deceleration value calculated by submodule 414.

[0021] Furthermore, in FIG. 4, it may further include the exchange of cooperation information between the first control module 410 and the second control module 420. That is, in other embodiments, the first control module 410 is further configured to provide the deceleration value P41 and the first cooperation information I41 to the second control module 420, and based on the second cooperation information I42 from the second control module 420, determine the engine torque control signal C41 and the gear control signal C43 for controlling the vehicle operation parameters. The second control module 420 is further configured to determine the brake control signal C42 for controlling the vehicle operation parameters based on the provided deceleration value P41 and the first cooperation information I41, and provide the second cooperation information I42 to the first control module 410. Thus, the first control module 410 may further partially refer to the second cooperation information I42 from the second control module 420 in the process of determining the engine torque control signal C41 and the gear control signal C43. Similarly, the second control module 420 may further partially refer to the first cooperation information I41 from the first control module 410 in the process of determining the brake control signal C42.

[0022] In some examples, the coordination information I41 and I42 ensure that the first control module 410 and the second control module 420 can provide each other with more additional information to assist in the completion of vehicle tasks, for example, by ensuring synchronization of vehicle operation and movement and improving the safety of vehicle driving. For example, in Figure 4, the submodule 414 provides the calculated deceleration value P41 to the second control module 420 via the -Ax interface, and the second control module 420 transmits a control signal for the magnitude of the braking force based on this, and the adjustment value for the magnitude of the braking force indicated by the control signal may be provided to the first control module 410 as coordination information I42, so that the first control module 410 can decide whether to continue to change or maintain calculated information such as gear information, sub-path information, parking distance and maximum vehicle speed based on the accurate adjustment value for the magnitude of the braking force in real time, so that the first control module 410 can easily decide whether to adjust other control signals C41 and C43. Similarly, the second control module 420 can adjust the output control signal C42 based on real-time and accurate engine torque adjustment values ​​or gear information from the first control module 410.

[0023] Referring to FIG. 4, in yet another embodiment, sub-modules 414, 416, and 418 may be packaged as library files (refer to the dotted frames shown in FIG. 4). For example, the functional logic implemented by sub-modules 414, 416, and 418 is packaged using the Lib library. In this way, acceleration / deceleration calculation, gear control, and vehicle propulsion control can be packaged into one integrated library, which can be tested, debugged, and optimized independently of other parts, facilitating maintenance and updates and easily ensuring interoperability between different entities (e.g., different suppliers). In such an embodiment, the ECU equipped with ADAS can combine its own path planning algorithm with an automatic parking algorithm (e.g., OMP), and the automatic parking algorithm (e.g., OMP) can be packaged into a library file and processed in a batch.

[0024] Continuing to refer to Figure 4, in yet another embodiment, the second control module 420 may include a submodule 424 for vehicle propulsion control, and the second control module 420 is further configured to determine an additional engine torque control signal C44 for controlling the vehicle's driving parameters based on the submodule 424. In this embodiment, both the first control module 410 and the second control module 420 have submodules for vehicle propulsion control and can transmit control signals for vehicle propulsion. Thus, the vehicle control system 400 can determine the final appropriate value for the control signal to propel the vehicle by further referring to the propulsion values ​​calculated and transmitted control signals from the two control modules. In several other examples, the submodule 418 for vehicle propulsion control in the first control module 410 (e.g., an ECU with an ADAS system) may correspond to the torque control C41 of the ADAS system in the forward or reverse process of the vehicle, and in the forward or reverse process of the vehicle, the vehicle's gears are aligned with the direction of travel. The submodule 424 in the second control module 420 (for example, an ECU equipped with a Chassis system) that performs vehicle propulsion control is used to provide torque control C44 opposite to that of the gear before the gear change during the pre-gear change period in the vehicle's forward and reverse switching process. In this way, for example, when performing automatic parking using the OMP (One Move Parking) algorithm, it becomes possible to adapt to the pre-gear change operation by OMP. Furthermore, the first control module 410 and the second control module 420 can also provide a redundant design for control signals for controlling vehicle propulsion, which is advantageous in improving the robustness of the vehicle control system 400.

[0025] In some examples, a submodule 424 of the second control module 420 (e.g., an ECU with a Chassis system) can be implemented, for example, by a Drag Torque Control (DTC) or Off-Road Cruise Control (CCO). Even if a submodule 424 using Drag Torque Control (DTC) and / or an ECU with Off-Road Cruise Control (CCO) does not have an output interface for outputting engine torque or brake system torque, the torque output interface of the DTC or CCO can be used to allow the ECU with the Chassis system to control the corresponding torque.

[0026] Figure 5 shows a vehicle control system 500 of one exemplary embodiment, comprising a first control module 510 and a second control module 520, as described above. The first control module 510 is connected to the second control module 520 via an Fx interface, and the first control module 510 is further configured to determine an engine torque control signal C51 and a gear control signal C53 for controlling the vehicle's driving parameters. The second control module 520 determines a brake control signal C52 for controlling the vehicle's driving parameters based on one or more first control parameters P51 received from the Fx interface. As an example, the first control module 510 may include an ECU with ADAS, which uses a route planning submodule 512 located within the module to determine multiple subroutes for automatic parking, a suitable parking distance for automatic parking, a maximum vehicle speed, and gear information for the required gears, based on a specific parking space plan, and provides, for example, the parking distance and maximum vehicle speed to another submodule 514 located within it for calculating specific acceleration or deceleration values. The first control module 510 may further include a submodule 516 that performs gear change control based on determined gear information, and the submodule 516 transmits a control signal C53 for performing a gear change. The first control module 510 may further include a submodule 518 that performs propulsion control and / or brake control based on information such as determined subroute information, parking distance and maximum vehicle speed, and the submodule 518 transmits a control signal C51 for adjusting engine torque. The second control module 520 may be, for example, an ECU equipped with a Chassis system, and can be used to transmit a control signal C52 for adjusting braking force based on control parameter information provided via the Fx interface.Similarly, referring to Figure 5, submodules 514, 516, and 518 may be packaged as a library file (see the dotted line frame shown in Figure 5). For example, the functional logic implemented by submodules 514, 516, and 518 may be packaged using the Lib library, but a detailed explanation is omitted here.

[0027] Figure 6 shows a vehicle control system 600 of one exemplary embodiment, comprising a first control module 610 and a second control module 620, as described above, and further comprising a third control module 630. The third control module 630 is configured to provide one or more third control signals based on one or more second control parameters and to control one or more vehicle driving parameters corresponding to one or more third control signals. For example, the third control module 630 may be, for example, the vehicle's central ECU (cECU). Embodiments incorporating the third control module 630 may include, for example, the following two types of architectures.

[0028] Referring to Figure 6, in one architecture, the first control module 610 is further configured to provide a deceleration value P63 to the second control module 620 (e.g., via the -Ax interface) and to provide parking distance, maximum vehicle speed (P61) and gear information (P62) to the third control module 630. The second control module 20 is further configured to determine a brake control signal C62 for controlling the vehicle's driving parameters based on the provided deceleration value P63 and third coordination information I61 from the third control module 630. The third control module 630 is further configured to determine an engine torque control signal C61 and a gear control signal C63 for controlling the vehicle's driving parameters based on the provided parking distance, maximum vehicle speed and gear information (P61 and P62), as well as fourth coordination information I62 from the second control module 620. For example, the first control module 610 may include an ECU equipped with ADAS, which, via a route planning submodule 612 located in the module, determines multiple sub-routes for automatic parking, a suitable parking distance for automatic parking, a maximum vehicle speed, and gear information for the required gears based on a specific parking space plan, and provides the third control module 630 with, for example, gear information, parking distance, and maximum vehicle speed (P61 and P62). The third control module 630 may include a submodule 632 that performs gear change control based on the determined gear information, and the submodule 632 transmits a control signal C63 for performing a gear change. The third control module 630 may further include a submodule 634 that performs vehicle propulsion control based on information such as the determined parking distance and maximum vehicle speed, and the submodule 634 transmits a control signal C61 for adjusting the engine torque. The third control module 630 may also further include a submodule 636 for calculating specific acceleration or deceleration values. The second control module 620 can generate a control signal C62 for controlling the braking force value in the brake control submodule 622 based on deceleration information transmitted by the first control module 610 (for example, via the -Ax interface).

[0029] Here, the coordination information I61 and I62 ensure that the second control module 620 and the third control module 630 can provide each other with more additional information to assist in the completion of vehicle tasks, for example, by ensuring synchronization of vehicle operation and movement and improving the safety of vehicle driving operations. For example, in Figure 6, the first control module 610 provides the calculated deceleration value P63 to the second control module 620 via the -Ax interface, and the second control module 620 transmits a control signal for the magnitude of the braking force based on this, and the adjustment value for the magnitude of the braking force indicated by the control signal may be provided to the third control module 630 as coordination information I62, so that the third control module 630 can decide whether to continue to change or maintain the calculated gear information, sub-path information, parking distance and maximum vehicle speed information, etc. based on the accurate adjustment value for the magnitude of the braking force in real time, so that the third control module 630 can easily decide whether to adjust the other control signals C61 and C63. Similarly, the second control module 620 can adjust the output control signal C62 based on real-time and accurate engine torque adjustment values ​​or gear information from the third control module 630. Similarly, referring to Figure 6, submodules 632, 634, and 636 may be further packaged as a library file (see the dotted line frame shown in Figure 6), for example, the functional logic implemented by submodules 632, 634, and 636 may be packaged using the Lib library, but a detailed explanation is omitted here.

[0030] For other architectures, see Figure 7, which shows schematic module diagrams of the vehicle control system 700 according to several embodiments. In this configuration, the second control module 720 may not include a brake control submodule and may determine a control signal C72 for controlling the braking force value based on information (one or more first control parameters) transmitted by the first control module 710 via the Fx interface. The first control module 710 is connected to the second control module 720 via the Fx interface and is configured to provide parking distance, maximum vehicle speed, and gear information (P71 and P72) to the third control module 730. The third control module 730 is further configured to determine an engine torque control signal C71 and a gear control signal C73 for controlling the vehicle's driving parameters based on the provided parking distance, maximum vehicle speed, and gear information. For example, the first control module 710 may include an ECU equipped with ADAS, and a route planning submodule 712 located in the module determines multiple subroutes for automatic parking, a suitable parking distance for automatic parking, a maximum vehicle speed, and gear information for the required gears based on a specific parking space plan, and provides the third control module 730 with, for example, gear information, parking distance, and maximum vehicle speed. The third control module 730 may include a submodule 732 that performs gear change control based on the determined gear information, and the submodule 732 transmits a control signal C73 for performing a gear change. The third control module 730 may further include a submodule 734 that performs vehicle propulsion and brake control based on information such as the determined parking distance and maximum vehicle speed, and the submodule 734 transmits a control signal C71 for adjusting engine torque. The third control module 730 may also further include a submodule 736 for calculating specific acceleration or deceleration values. The second control module 720 can generate a control signal C72 for controlling the braking force value based on the information transmitted by the first control module 710 via the Fx interface.Similarly, referring to Figure 7, submodules 732, 734, and 736 may also be packaged as a library file (see the dotted line frame shown in Figure 7). For example, the functional logic implemented by submodules 732, 734, and 736 may be packaged using the Lib library, but a detailed explanation is omitted here.

[0031] Further embodiments of this disclosure provide vehicles equipped with a vehicle control system according to any embodiment of this disclosure. The term "vehicle" as used in this disclosure is intended to refer to any suitable vehicle equipped with a drive system, such as a fuel-powered vehicle, a hybrid vehicle, an electric vehicle, or a plug-in hybrid electric vehicle.

[0032] The above primarily describes the vehicle control system and the vehicle equipped with said vehicle control system. While only some specific embodiments of the disclosure have been described, those skilled in the art should understand that the disclosure can be implemented in many other forms without departing from its spirit and scope. Accordingly, the examples and embodiments shown are not limiting but illustrative, and the disclosure may include various modifications and substitutions without departing from the spirit and scope of the disclosure as defined in the appended claims.

Claims

1. A vehicle control system comprising a plurality of control modules, including a first control module and a second control module, The first control module is configured to provide one or more first control signals and to control one or more vehicle driving parameters corresponding to the one or more first control signals, and / or to provide one or more first control parameters to the second control module. A vehicle control system characterized in that the second control module is configured to provide one or more second control signals based on the one or more first control parameters provided, and to control one or more vehicle driving parameters corresponding to the one or more second control signals.

2. The vehicle control system according to claim 1, characterized in that the one or more first control signals and the one or more second control signals include an engine torque control signal, a brake control signal, and a gear control signal.

3. The vehicle control system according to claim 1, characterized in that the one or more first control parameters and one or more second control parameters include control parameters as parking distance, maximum vehicle speed, acceleration value, deceleration value, engine torque value, braking force value, and gear information.

4. The first control module is further configured to provide the second control module with parking distance, maximum vehicle speed, and gear information. The vehicle control system according to claim 1, further characterized in that the second control module is configured to determine an engine torque control signal, a brake control signal, and a gear control signal for controlling the vehicle's driving parameters based on the provided parking distance, maximum vehicle speed, and gear information.

5. The first control module is further configured to provide acceleration values, deceleration values, and gear information to the second control module. The vehicle control system according to claim 1, further characterized in that the second control module is configured to determine an engine torque control signal, a brake control signal, and a gear control signal for controlling the driving parameters of the vehicle based on the provided acceleration value, deceleration value, and gear information.

6. The first control module is further configured to provide a deceleration value to the second control module and to determine engine torque control signals and gear control signals for controlling the vehicle's driving parameters. The vehicle control system according to claim 1, further characterized in that the second control module is configured to determine a brake control signal for controlling the driving parameters of the vehicle based on a provided deceleration value.

7. The first control module is further configured to provide the second control module with a deceleration value and first coordination information, and to determine engine torque control signals and gear control signals for controlling the vehicle's driving parameters based on the second coordination information from the second control module. The vehicle control system according to claim 6, further characterized in that the second control module is configured to determine a brake control signal for controlling the driving parameters of the vehicle based on the provided deceleration value and the first coordination information, and to provide the second coordination information to the first control module.

8. The vehicle control system according to claim 6 or 7, further characterized in that the second control module is configured to determine an additional engine torque control signal for controlling the vehicle's driving parameters.

9. The first control module is connected to the second control module via an Fx interface, and the first control module is further configured to determine engine torque control signals and gear control signals for controlling the vehicle's driving parameters. The vehicle control system according to claim 1, characterized in that the second control module determines a brake control signal for controlling the driving parameters of the vehicle based on the one or more first control parameters received from the Fx interface.

10. The third control module further includes a third control module configured to provide one or more third control signals based on the one or more second control parameters and to control one or more vehicle driving parameters corresponding to the one or more third control signals, The vehicle control system according to claim 1, characterized in that the first control module is further configured to provide one or more second control parameters to the third control module.

11. The vehicle control system according to claim 10, characterized in that the first control module includes a first ECU equipped with ADAS, the second control module includes a second ECU equipped with a Chassis system, and the third control module includes a central electronic control unit cECU.

12. The first control module is further configured to provide a deceleration value to the second control module, and to provide parking distance, maximum vehicle speed, and gear information to the third control module. The second control module is further configured to determine a brake control signal for controlling the vehicle's driving parameters based on the provided deceleration value and third coordinated information from the third control module. The vehicle control system according to claim 10, further characterized in that the third control module is configured to determine an engine torque control signal and a gear control signal for controlling the driving parameters of the vehicle based on the provided parking distance, maximum vehicle speed and gear information, and a fourth coordinated information from the second control module.

13. The first control module is connected to the second control module via an Fx interface and is configured to provide the third control module with parking distance, maximum vehicle speed, and gear information. The second control module is further configured to determine a brake control signal for controlling the vehicle's driving parameters based on the one or more first control parameters received from the Fx interface. The vehicle control system according to claim 10, further characterized in that the third control module is configured to determine an engine torque control signal and a gear control signal for controlling the vehicle's driving parameters based on the provided parking distance, maximum vehicle speed, and gear information.

14. A vehicle characterized by comprising a vehicle control system according to any one of claims 1 to 13.

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