CN117687381A

CN117687381A - Drive-by-wire gateway controller, vehicle control system and method

Info

Publication number: CN117687381A
Application number: CN202311670725.7A
Authority: CN
Inventors: 赵鑫; 刘燕; 吕梦菲; 张树彬
Original assignee: SAIC Volkswagen Automotive Co Ltd
Current assignee: SAIC Volkswagen Automotive Co Ltd
Priority date: 2023-12-07
Filing date: 2023-12-07
Publication date: 2024-03-12

Abstract

The invention discloses a wire control gateway controller for a vehicle control system, which is connected with a first bus used for communicating with an automatic driving controller; the drive-by-wire gateway controller is connected with a second bus used for communicating with the vehicle gateway controller. In addition, the invention also discloses a vehicle control system, which comprises: an autopilot controller; a drive-by-wire gateway controller in communication with the autopilot controller via a first bus; a vehicle gateway controller in communication with the drive-by-wire gateway controller via a second bus; and in the automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller according to the control message signal of the automatic driving controller. In addition, the invention also discloses a control method based on the control system.

Description

Drive-by-wire gateway controller, vehicle control system and method

Technical Field

The present disclosure relates to vehicle control systems, and more particularly, to a vehicle control system for intelligent driving.

Background

At present, the pre-research work of a high-level automatic driving system is carried out based on the existing vehicle, and an automatic driving domain controller or an industrial personal computer for pre-research is added into an electric framework of the whole vehicle so as to realize communication interaction between the automatic driving domain controller and related controllers such as the power of the whole vehicle, a chassis, a vehicle body and the like, thereby realizing automatic driving.

In this regard, all relevant controllers of the whole vehicle need to add or change relevant communication message signals, and interaction can be realized, so that development period and manufacturing cost of automatic driving pre-research can be greatly increased. Meanwhile, the communication interaction interfaces of the automatic driving domain controller and the whole vehicle related controller are not unified and standardized at present, the interfaces of the upper domain controllers used by each provider are different, different projects have different interface interaction schemes, the applicability is poor, the portability is low, and the research and development cost and period of the projects are greatly increased. The chassis interaction logic and the interface of different vehicle platforms are also larger in difference, the development difficulty of interaction between the automatic driving domain controller and the chassis interaction logic is larger, the development test period is longer, and the cost is higher.

Disclosure of Invention

One of the purposes of the invention is to provide a wire control gateway controller for a vehicle control system, which can carry out connection and interaction communication with the vehicle gateway controller and an automatic driving controller through bus communication so as to realize the transmission of message control signals.

In order to achieve the above object, the present invention proposes a gateway-by-wire controller for a vehicle control system, wherein the gateway-by-wire controller is connected with a first bus for communicating with an autopilot controller; the drive-by-wire gateway controller is connected with a second bus used for communicating with the vehicle gateway controller.

Further, the wire control gateway controller is also connected with a third bus used for communicating with the original vehicle controller; the original vehicle controller comprises at least one of a self-adaptive cruise controller, an electronic power steering controller, an electronic control brake power controller, an engine controller and a steering column lock controller.

It is still another object of the present invention to provide a vehicle control system capable of realizing control of automatic driving based on a gateway-by-wire controller.

Based on the above object, the present invention also provides a vehicle control system including:

an autopilot controller;

a drive-by-wire gateway controller in communication with the autopilot controller via a first bus;

a vehicle gateway controller in communication with the drive-by-wire gateway controller via a second bus;

and in the automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller according to the control message signal of the automatic driving controller.

Further, the vehicle control system according to the present invention further includes: the original vehicle controller is communicated with the wire control gateway controller through a third bus; and in the non-automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller based on the control message signal received from the original vehicle controller.

In the vehicle control system, a drive-by-wire gateway controller is in interactive communication with a vehicle gateway controller through a bus, for example, a driving auxiliary control module, a chassis control module, a power control module and a comfort control module in the vehicle control system respectively communicate with the vehicle gateway controller through the bus, and an Adaptive Cruise Controller (ACC), an electronic power steering controller (EPS), an electronic control brake power controller (EBKV), an engine controller (ASG) and a steering column lock controller (SMLS) in the original vehicle controller are disconnected from the whole vehicle and respectively connected to the buses of the drive-by-wire gateway controller for communication, so that the drive-by-wire gateway controller participates in the communication of the original vehicle controller and the CAN bus of the original vehicle, and message signal transmission is carried out between the drive-by-wire gateway controller and the CAN bus. In addition, the drive-by-wire gateway controller also communicates with the high-level automatic driving controller through the first bus to realize control in the automatic driving mode.

In this way, in the non-automatic driving mode, the wire control gateway controller transmits the message control signal of the CAN bus between the original vehicle controller and the vehicle gateway controller in an indiscriminate manner, so that the normal communication of the original vehicle is ensured.

In the automatic driving mode, the drive-by-wire gateway controller CAN change and interfere the communication message signals of the original vehicle controller and the original vehicle CAN bus according to the state of the control message signals of the automatic driving controller (or called as an upper computer controller) and according to the logic of a vehicle control system, so as to realize the whole vehicle control conforming to the upper control instruction, and the control method CAN comprise longitudinal control, transverse control, gear shifting control, parking control, automatic Emergency Brake (AEB) control and vehicle body function (such as light, wiper and loudspeaker) control.

Therefore, the invention can realize convenient switching between the non-automatic driving mode and the automatic driving mode.

Further, in the vehicle control system of the present invention, the original vehicle controller includes: at least one of an adaptive cruise controller, an electronic power steering controller, an electric control brake power controller, an engine controller and a steering column lock controller.

Further, in the vehicle control system of the present invention, interaction interfaces are provided between the autopilot controller and the drive-by-wire gateway controller, between the drive-by-wire gateway controller and the vehicle gateway controller, and between the drive-by-wire gateway controller and the original vehicle controller.

In some preferred embodiments, the vehicle control system of the present invention provides an interactive interface for interactions between the drive-by-wire gateway controller, the vehicle gateway controller, and the original vehicle controller, which may be virtual signal receiving and transmitting ports formed by software code. The invention can shield the complex control logic of the vehicle chassis by arranging the interactive interface. The automatic driving controller can realize the whole vehicle control by only closing the upper control algorithm and the whole vehicle control logic provided by the line control gateway controller and issuing control signals to the standardized interaction interface, thereby completing various road test scenes.

Further, in the vehicle control system of the present invention, the interactive interface includes a longitudinal function control interface, a lateral function control interface, an automatic shift function control interface, a parking function control interface, and a vehicle body function control interface.

Still further, in the vehicle control system of the present invention, the lateral function control interface includes a steering wheel rotational speed control interface.

It is still another object of the present invention to provide a vehicle control method.

Based on the above object, the present invention further provides a vehicle control method, which controls a vehicle based on the vehicle control system as described above, wherein, in the automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller according to a control message signal of the automatic driving controller, so as to control the vehicle.

Further, in the non-automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller based on the control message signal received from the original vehicle controller so as to control the vehicle.

The vehicle control system and method of the present invention is capable of switching rapidly between an autonomous mode and an original mode (i.e., non-autonomous mode).

The invention adopts the drive-by-wire gateway controller, can shield the complex control logic of the vehicle chassis for the upper-layer automatic driving controller, greatly reduces the development difficulty of the upper-layer algorithm, and can reduce the development cost and period.

The invention comprises the control logic of the whole vehicle, can realize the longitudinal control, the transverse control, the automatic gear shifting control and the AEB function of the whole vehicle on the premise of providing fewer interfaces, and can completely meet the requirement of high-level automatic driving with the L4 level or more.

In a preferred embodiment, the invention also provides a unified and standardized interaction interface, which can be adapted to control systems of different suppliers, greatly increases the application range and can greatly shorten the debugging and testing period and cost of the interaction between the upper control system and the vehicle chassis.

The control system and the control method can be adapted to multiple vehicles with the same platform, so that the universality is greatly improved, and the portability is higher.

Drawings

FIG. 1 shows a system architecture diagram of a vehicle control system according to one embodiment of the present invention.

Fig. 2 shows a logic diagram of an autopilot request in one specific example.

Fig. 3 shows a logic diagram of an autopilot process in one specific example.

Fig. 4 shows a logic diagram for exiting autopilot in one specific example.

Fig. 5 illustrates an example autopilot control logic.

Fig. 6 illustrates an exemplary forward control logic block diagram of the portrait function.

Fig. 7 shows a reverse control logic block diagram of the longitudinal function in one specific example.

Fig. 8 shows logic of the AEB function control module in one specific example.

Fig. 9 shows logic for lateral function control in one specific example.

Fig. 10 shows logic for automatic shift function control in one specific example.

Fig. 11 shows logic for parking function control in one specific example.

Fig. 12 shows logic for vehicle body function control in one specific example.

Detailed Description

The gateway controller, the vehicle control system and the method system according to the present invention will be further explained and illustrated with reference to the drawings and the specific embodiments, but the explanation and the illustration do not unduly limit the technical solution of the present invention.

As shown in fig. 1, in some embodiments, the vehicle control system of the present invention includes:

the autopilot controller has a parking system, a driving system and a travel system operating thereon, all of which are known in the art and which will not be explained in detail herein.

The wire control gateway controller is communicated with the automatic driving controller through a first bus, and a wire control whole vehicle control system is operated on the wire control gateway controller.

And the vehicle gateway controller is communicated with the wire control gateway controller through a second bus.

In some more specific embodiments, the second bus includes a driving assistance CAN, a chassis CAN, a power CAN, a comfort CAN, and the drive-by-wire gateway controller is connected to the driving assistance module, the chassis module, the power module, and the comfort control module of the vehicle gateway controller through the driving assistance CAN, the chassis CAN, the power CAN, and the comfort CAN, respectively.

Meanwhile, the wire control gateway controller is also in communication connection with the original vehicle controller through a third bus. In some more specific embodiments, the third bus includes CAN1, CAN3, CAN5, and CAN7, the drive-by-wire gateway controller is connected to an Adaptive Cruise Controller (ACC) in the original vehicle controller through CAN1, to an electronic power steering controller (EPS) and an electronic brake power controller (EBKV) through CAN3, to an engine controller (ASG) through CAN5, and to a steering column lock controller (SMLS) through CAN 7.

In the automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller according to a control message signal of the automatic driving controller.

In the non-automatic driving mode (or referred to as the original vehicle mode), the drive-by-wire gateway controller transmits a control signal to the vehicle gateway controller based on a control message signal received from the original vehicle controller.

In the existing vehicle control system, an Adaptive Cruise Controller (ACC), an electronic power steering controller (EPS), an electric control brake power controller (EBKV), an engine controller (ASG) and a steering column lock controller (SMLS) in an original vehicle controller are communicated with the whole vehicle, and the invention breaks the communication between the original vehicle controller and the whole vehicle, and enables the original vehicle controller and a line control gateway controller to carry out interactive communication through a bus, so that the line control gateway controller participates in the communication of the original vehicle controller and an original vehicle CAN bus, and carries out message signal transmission between the two controllers, thereby realizing the control in a non-automatic driving mode. In addition, the drive-by-wire gateway controller also communicates with the high-level automatic driving controller through the first bus to realize control in the automatic driving mode.

As described above, the gateway-by-wire controller used in the present invention has a bus that interacts with the upper autopilot controller, i.e., the first bus, which may be a CAN channel of a standard CAN communication protocol, and may be simply referred to as an upper computer CAN. The main function is to communicate control messages and vehicle status messages among two controllers.

In some embodiments, the Control message may be a CAN message including a whole vehicle Control signal sent by an upper layer autopilot controller to a drive-by-wire gateway controller, including ipc_control_110 and ipc_control_111 messages. The ipc_control_110 message period may be 20ms, and there are a target wheel turning curvature radius signal, a target ACC acceleration signal, a wheel turning curvature radius variation of every 20ms, an automatic driving state request signal sent by the upper computer, a signal for controlling a steering lamp, a horn, a wiper switch and a target gear signal. The ipc_control_111 message period is 20ms, and there are an AEB target acceleration signal and an AEB activation request signal. Table 1 lists one specific example of control message signal information.

Table 1.

The vehicle state message is sent to an upper-layer automatic driving controller by a wire control gateway controller, and the vehicle state message feeds back the motion state and the execution state of the vehicle to carry out closing control. The feedback information may include signals such as an autopilot status signal, a rear wiper switch signal, an actual gear signal, a drive system operating status signal, an actual wheel turning radius signal, an actual vehicle acceleration value signal, a brake pedal depression signal, a four wheel speed and direction signal, an accelerator opening signal, a wheel pulse number signal, a vehicle time signal, a steering wheel actual torque and direction signal, a steering wheel actual rotation angle and direction signal, a steering wheel actual angular velocity and direction signal, a steering wheel capacitance value signal, a steering wheel transverse take over status signal, a vehicle KL15 status signal, four door status signals, a vehicle angular velocity around the Z axis and direction signal thereof, and a vehicle actual transverse acceleration. Table 2 lists one specific vehicle status message signal information.

Table 2.

It can be seen that the vehicle control system and method of the present invention enables automatic driving control. In some specific examples, the logic of the autopilot control may include: automatic driving request, automatic driving process, exiting automatic driving.

In the step of automatic driving request, the drive-by-wire gateway controller monitors whether all conditions for entering automatic driving meet respective condition requirements or not, and all conditions need to be met to enter an automatic driving state.

The autopilot procedure step may include longitudinal control and lateral control of the entire vehicle. The longitudinal control can realize forward and backward movement of the vehicle based on a longitudinal function control interface (based on ACC) and combined with gear control, accelerate and decelerate, and activate AEB to perform emergency braking. The lateral control may indirectly control the rotation of the steering wheel based on a lateral function control interface (PLA-based, i.e. park assist).

The step of exiting the automatic driving refers to the control of exiting the automatic driving state of the whole vehicle, so that the automatic driving state can be exited under multiple conditions and redundantly, and the reliability and the safety of the system control are improved. The automatic steering controller can comprise a manual steering wheel connecting pipe (the manual steering wheel is out of an automatic driving state), a manual stepping brake connecting pipe, a manual closing rear windshield wiper switch and an automatic driving controller requesting to be out of the automatic driving state.

Specifically, the automatic driving request may be a request signal sent by the drive-by-wire gateway controller for monitoring the automatic driving state, a rear windshield wiper switch signal, a vehicle chassis driving system running state signal, a gear request signal sent by the drive-by-wire gateway controller, and an actual gear signal. In some specific examples, the rear wiper switch signal may be selected as a physical switch for manual entry into autopilot. After the signal is set to 1, the signal indicates that the vehicle can enter an automatic driving mode by manual confirmation, and under the condition that the running state of a driving system is non-abnormal, an automatic driving controller (shown as an upper computer in a logic block diagram) at an upper layer waits for sending a request signal for entering automatic driving and a gear request signal of a D gear or a P gear, and after entering a gear automatic shifting module, the actual gear is consistent with the requested target gear, namely, the vehicle successfully enters the automatic driving mode from the original vehicle mode. Fig. 2 shows a logic diagram of an autopilot request in one specific example.

The automatic driving request may be a drive-by-wire gateway controller monitoring automatic driving state signal, a request signal for entering an automatic driving state sent by an upper computer, an ACC longitudinal control activation state signal, a PLA lateral control activation state signal, a driving system operation state signal, an AEB target acceleration, and an AEB function activation request signal. After entering the automatic driving mode, the request sent by the upper computer for entering the automatic driving mode is different, and the corresponding longitudinal control and transverse control activation states are different. The autopilot mode may include 4 modes, e.g., exit autopilot mode, enter full autopilot mode, enter longitudinal control autopilot mode only, enter lateral control autopilot mode only. In a specific example, the activation states of the corresponding lateral and longitudinal controls may be as follows:

1) Exiting the automatic driving mode: longitudinal control closing and transverse control closing;

2) Entering a full-automatic driving mode: longitudinally and transversely controlled opening;

3) Only the longitudinal control automatic driving mode is entered: longitudinal control opening and transverse control closing;

4) Only enter the lateral control autopilot mode: longitudinal control closing and transverse control opening;

similarly, the vehicle chassis driving system needs to be in a non-abnormal running state to enter the longitudinal control and the transverse control of the whole vehicle under the condition that the longitudinal control function and the transverse control function are started. If emergency braking is met, the upper computer can send out the signal of-20 m/s2 to-4.5 m/s ² And the vehicle can immediately start the AEB function to perform emergency braking so as to ensure the driving safety under emergency conditions. Fig. 3 shows a logic diagram of an autopilot process in one specific example.

The automatic driving exiting can be that the drive-by-wire gateway controller monitors an automatic driving state signal, a request signal sent by an upper computer to enter the automatic driving state, a manual brake stepping signal, a transverse temporary takeover state signal and a rear windshield wiper switch signal. After entering the automatic driving mode, there may be 4 manual takeover modes to exit the automatic driving mode, including: the left and right sides of the operator take over the steering wheel, the operator steps on the brake take over, the operator closes the rear windshield wiper switch take over manually, and the upper computer sends out take over exiting the automatic driving mode. The manual steering wheel can be temporarily withdrawn from the transverse control mode by one hand and the left and right steering wheels by two hands, the longitudinal control is still in an activated state, and the full-automatic driving mode can be immediately entered after the hands are loosened, namely, the transverse control function and the longitudinal control function are all started. And the other take-over modes are triggered once, the automatic driving mode is exited, namely the transverse control function and the longitudinal control function are all closed. Fig. 4 shows a logic diagram for exiting autopilot in one specific example.

Fig. 5 illustrates an example autopilot control logic.

In a more preferred embodiment, in the vehicle control system according to the present invention, the interaction interfaces are provided between the autopilot controller and the drive-by-wire gateway controller, between the drive-by-wire gateway controller and the vehicle gateway controller, and between the drive-by-wire gateway controller and the original vehicle controller. These interactive interfaces may be virtual signal receiving and transmitting ports formed by software code. The invention can shield the complex control logic of the vehicle chassis by arranging the interactive interface. The automatic driving controller can realize the whole vehicle control by only closing the upper control algorithm and the whole vehicle control logic provided by the line control gateway controller and issuing control signals to the standardized interaction interface, thereby completing various road test scenes.

These interactive interfaces may include a longitudinal function control interface, a lateral function control interface, an automatic shift function control interface, a park function control interface, and a body function control interface.

Wherein the longitudinal function control interface can realize longitudinal control of the vehicle. The longitudinal function is to realize the forward and reverse functions of the vehicle through the driving control and the braking control of the vehicle, the two functions can comprise three sub functions of acceleration, deceleration and parking, and related functions can be realized by calling an ACC control interface and a driving motor torque control interface of the original vehicle.

In particular, the longitudinal function control interface may comprise a forward control interface of a longitudinal function. The forward control can completely call ACC, so that starting, accelerating, uniform speed and decelerating of the vehicle are realized. Fig. 6 illustrates an exemplary forward control logic block diagram of the portrait function.

In a specific example, the signal description of the longitudinal control may be as follows, and the specific definition of each function may be:

mannual, non-automatic driving state, namely original vehicle mode;

starting: an automatic driving state, wherein the vehicle accelerates, and the vehicle speed is less than 5 km/h;

acceleration: in an automatic driving state, the expected acceleration of the vehicle is greater than 0km/h, and the speed of the vehicle is greater than 5 km/h;

deceleration: in an automatic driving state, the expected acceleration of the vehicle is less than 0km/h, and the vehicle speed is greater than 2 km/h;

and (3) parking: in the automatic driving state, the speed of the vehicle continuously tends to be 0km/h and is finally equal to the stage of 0 km/h.

The longitudinal function control interface may further include a reverse control interface of a longitudinal function, which implements reverse control. In some more specific examples, reverse control may be in two ways:

the first is to directly control the torque value sent to the motor, and in the case of non-P gear, the positive torque vehicle is forward and the negative torque vehicle is backward.

The second is an interface using the target acceleration of the ACC, and the ASG calculates a target torque value according to a request of the target acceleration value of the ACC, multiplies the target torque value by-1, and transmits the result to the motor, and the ACC interface of the vehicle is used to directly control the vehicle acceleration, for example, as shown in fig. 7.

In addition, in order to meet the requirements of high-level autopilot for driving safety, the longitudinal function control interface may further include an AEB emergency braking function interface implementing an emergency braking function (AEB).

AEB is an automatic emergency braking function, which is implemented by vehicle braking control, and which is activated by invoking an AEB target acceleration signal and an AEB activation state signal of the vehicle. In a specific example, when the automatic driving mode is entered and the vehicle speed is non-zero, the AEB function activation state signal sent by the upper computer is set to 1 and the AEB target acceleration signal physical value is atWithin the effective range (-20 m/s) ² ～-4.5m/s ² ) The AEB function is immediately activated. Fig. 8 shows logic of the AEB function control module in one specific example.

The transverse function control interface is used for realizing transverse control of the vehicle. In some embodiments, the vehicle steering wheel rotation control is indirectly performed through the wheel turning curvature radius of PLA by using a PLA functional interface of vehicle parking, so that the vehicle transverse control is realized. After entering the automatic mode, the upper computer requests to enter the full-automatic driving mode or the automatic driving mode only with the transverse control, and the transverse control starts to be activated. Meanwhile, attention is paid to a capacitance value signal of the steering wheel to monitor whether one hand or both hands are placed on the steering wheel and whether a torque value of the steering wheel is larger than a threshold value, for example, 1N m, if both conditions are met, the steering wheel is taken over manually, the transverse control is temporarily withdrawn, and under the condition that one condition is not met, the transverse control can be entered. In the control process, the activation state assignment of the PLA interface and the turning curvature radius assignment of the target wheel are required to be indirectly controlled to rotate the steering wheel. Since there is no interface for steering wheel steering speed control in the PLA interface, the wheel EPS controller will rotate the steering wheel at a very fast speed given a target wheel turning radius of curvature, which is suitable for some parking scenarios only. The angular speed of steering wheel rotation is not controllable, and is still unsatisfied to driving demand.

Based on this, it is preferable that the lateral function control interface further includes an interface that controls the steering wheel turning curvature radius variation amount, i.e., the target wheel turning curvature radius variation amount every 20ms, gradually increasing or decreasing at a value of the variation amount every 20 ms. The larger the variation is, the larger the corresponding steering wheel rotation angle speed is, the smaller the opposite variation is, and the smaller the corresponding steering wheel rotation angle speed is, so that the transverse control requirements of various vehicle driving scenes of parking and driving are met. Since the message period after the activation of the PLA control message is 20ms, this newly added interface variable is the target wheel turning curvature radius variation that can be defined in time units of 20 ms. Fig. 9 shows logic for lateral function control in one specific example.

The automatic gear shifting function control interface realizes automatic gear shifting function control. In some embodiments, it utilizes a lever position signal of a lever controller, a target gear request signal, an automatic brake request signal of an EBKV controller, a brake pedal opening request signal. The automatic gear shifting function control interface realizes program control to randomly switch gears, the related controller can adopt ASG and a gear shifting mechanism, and gear signals and the actual position of a stop lever are mutually confirmed. In the electric vehicle, the gear control is actually realized by controlling the forward rotation, the reverse rotation and the stop of the motor according to the position signal sent by the gear lever by the ASG, so the gear control mainly aims at controlling the gear signal received by the ASG.

Before entering the automatic driving mode or during the automatic driving process, the automatic gear shifting module can be entered when gear shifting is needed. First, it is necessary to determine whether or not the target gear request signal value matches the actual gear signal value of the vehicle when the vehicle speed is 0 (the vehicle is stationary). When the two signal values are unequal, a gear shifting requirement is indicated, an automatic brake request signal is set to be 1, a brake pedal opening signal is set to simulate manual stepping, under the action of EBKV, a brake pedal has a downward movement stroke, a target gear signal is assigned to a target gear signal interface of a gear lever controller by delaying 300ms, after the target gear is consistent with an actual gear, the successful gear shifting is indicated, after delaying 300ms, the automatic brake request signal is set to be 0, and manual releasing is simulated. And before entering the gear shifting module, the automatic driving mode is entered after the gear shifting is successful. If the automatic driving mode is preceded, the post-shift mode is unchanged. Fig. 10 shows logic for automatic shift function control in one specific example.

The parking function control interface realizes the control of the parking function, and CAN control the automatic pulling up and releasing of the vehicle EPB through the CAN signal of the ACC function related signal control logic. The EPB automatically pulls up and then the hydraulic pressure of the brake builds up, and the EPB releases and then the pressure is released, so the response of the EPB needs to last for a period of time, but the whole period is less than 2s. After entering the automatic driving mode, the longitudinal function control can be activated under the requests of entering the full-automatic driving mode and only entering the longitudinal automatic driving mode sent by the upper computer. During the deceleration of the vehicle (i.e. the target acceleration signal value of ACC <0m/s 2), in the range of 0.3 km/h-2.0 km/h, the brake request signal value of ACC may be set to 1, and the EPB is requested to start to perform the pressure build-up action, when the vehicle speed <0.3km/h and the EPB pull-up state are set to 1, the brake request signal value of ACC is set to 0 and the activated state of ACC is set to the inactive state, otherwise, in the parking situation, the state of ACC is still in the activated state, and the control logic of the chassis driving system may be violated, resulting in the state of the driving system being set to an abnormal error state, thereby making the vehicle exit from the automatic driving mode. Fig. 11 shows logic for parking function control in one specific example.

The body function control interface implements body function control, which may include turn signal control, horn control, and wiper control. In some embodiments, it may be controlled using a signal interface of a turn signal, a horn, a wiper request execution, etc. of the SMLS controller. In a specific example, in the case of the automatic driving mode, when signals such as a corresponding turn signal, a horn, a windscreen wiper request are set to 1, a corresponding actuator will execute according to an instruction, and if the signal is set to 0, the actuator will stop working correspondingly. Fig. 12 shows a logic definition of the vehicle body function control in one specific example.

It can be seen that the vehicle control system and method of the present invention is capable of switching rapidly between an autonomous mode and an original mode (i.e., non-autonomous mode).

The invention comprises the control logic of the whole vehicle, can realize the longitudinal control, the transverse control, the automatic gear shifting control and the AEB function of the whole vehicle on the premise of providing fewer interfaces, and can completely meet the requirement of high-level automatic driving with the L4 level or more

It should be noted that the prior art in the protection scope of the present invention is not limited to the embodiments set forth in the present application, and all prior art that does not contradict the scheme of the present invention, including but not limited to the prior patent document, the prior publication, the prior disclosure, etc., can be included in the protection scope of the present invention.

In addition, the combination of the features described in the present application is not limited to the combination described in the claims or the combination described in the embodiments, and all the features described in the present application may be freely combined or combined in any manner unless contradiction occurs between them.

It should also be noted that the above-recited embodiments are merely specific examples of the present invention. It is apparent that the present invention is not limited to the above embodiments, and similar changes or modifications will be apparent to those skilled in the art from the present disclosure, and it is intended to be within the scope of the present invention.

Claims

1. A drive-by-wire gateway controller for a vehicle control system, wherein the drive-by-wire gateway controller is connected with a first bus for communicating with an autopilot controller; the drive-by-wire gateway controller is connected with a second bus used for communicating with the vehicle gateway controller.

2. The gateway-by-wire controller of claim 1, further comprising a third bus for communicating with an original vehicle controller; the original vehicle controller comprises at least one of a self-adaptive cruise controller, an electronic power steering controller, an electronic control brake power controller, an engine controller and a steering column lock controller.

3. A vehicle control system, characterized by comprising:

an autopilot controller;

4. The vehicle control system according to claim 3, characterized by further comprising: the original vehicle controller is communicated with the wire control gateway controller through a third bus; and in the non-automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller based on the control message signal received from the original vehicle controller.

5. The vehicle control system of claim 4, wherein the original vehicle controller comprises: at least one of an adaptive cruise controller, an electronic power steering controller, an electric control brake power controller, an engine controller and a steering column lock controller.

6. The vehicle control system of claim 3, wherein interactive interfaces are provided between the autopilot controller and the drive-by-wire gateway controller, between the drive-by-wire gateway controller and the vehicle gateway controller, and between the drive-by-wire gateway controller and the original vehicle controller.

7. The vehicle control system of claim 6, wherein the interactive interface comprises a longitudinal function control interface, a lateral function control interface, an automatic shift function control interface, a park function control interface, and a body function control interface.

8. The vehicle control system of claim 7, wherein the lateral function control interface comprises a steering wheel rotational speed control interface.

9. A vehicle control method, characterized in that it controls a vehicle based on the vehicle control system according to any one of claims 3-7, wherein in an automatic driving mode, the drive-by-wire gateway controller sends a control signal to the vehicle gateway controller according to a control message signal of the automatic driving controller to control the vehicle.

10. The vehicle control method according to claim 9, wherein in the non-automatic driving mode, the drive-by-wire gateway controller transmits a control signal to the vehicle gateway controller based on a control message signal received from the original vehicle controller to control the vehicle.