Control method and device of vehicle, vehicle, storage medium and program product

Abstract

The application relates to a vehicle control method and device, a vehicle, a storage medium and a program product. The control method comprises the following steps: determining a current driving scene of a vehicle based on current detection information of the vehicle; in the case that the current driving scene is a target driving scene, determining a target control link, the target scene indicating that the vehicle is on a wet and slippery road and the current vehicle speed of the vehicle is greater than a preset vehicle speed threshold; the target control link comprises at least two of an advanced driving assistance system control link, a power system control link, a braking system control link, a suspension system control link and a steering system control link; and the vehicle is controlled according to the target control link, so that the vehicle stably drives in the target driving scene. The application significantly reduces the risk of skidding or losing control of the vehicle when driving at high speed on a wet and slippery road by fusing multiple control links to control the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle control method and device, a vehicle, a storage medium, and a program product. Background Technology

[0002] In related technologies, when vehicles travel at high speeds on wet and slippery roads such as in rain or snow, they are prone to loss of control phenomena such as yaw and fishtailing due to tire slippage and wear, which greatly reduces vehicle safety. Summary of the Invention

[0003] One objective of this application is to provide a vehicle control method to solve the problem of low safety when driving at high speed on wet and slippery roads in related technologies; another objective is to provide a vehicle control device; a third objective is to provide a vehicle; a fourth objective is to provide a computer-readable storage medium; and a fifth objective is to provide a computer program product.

[0004] To achieve the above objectives, this application provides a vehicle control method, the technical solution of which is as follows: Based on the vehicle's current detection information, the vehicle's current driving scenario is determined; When the current driving scenario is the target driving scenario, a target control link is determined; wherein, the target driving scenario indicates that the vehicle is on a slippery road surface and the current vehicle speed is greater than a preset vehicle speed threshold; the target control link includes at least two of the following: advanced driver assistance system control link, powertrain system control link, braking system control link, suspension system control link, and steering system control link; The vehicle is controlled according to the target control link to enable the vehicle to drive stably in the target driving scenario.

[0005] Based on the aforementioned technical means, firstly, the system determines whether the vehicle is in a high-speed driving scenario on a slippery road surface based on the vehicle's current detection information, thereby triggering a multi-system fusion control strategy to effectively identify high-risk states and respond promptly. Secondly, when the conditions for high-speed driving on a slippery road surface are met, an appropriate combination of control links is selected to achieve coordinated intervention and comprehensive optimization of key systems such as power, braking, electric drive, suspension, and steering, thereby improving vehicle stability and safety. Finally, by integrating multiple control links to control the vehicle, the risk of skidding or loss of control when the vehicle is driving at high speed on a slippery road surface can be significantly reduced, thereby further improving driving safety, and it can also provide strong support for the intelligent development of new energy vehicles.

[0006] Furthermore, when the target control link includes the steering system control link, the steering system control link is centered on the vehicle's steering system; controlling the vehicle according to the target control link includes: using the steering system to determine a yaw angle threshold based on the current detection information; and according to the steering system control link, when the vehicle's current yaw angle is greater than the yaw angle threshold, using the target steering system to perform yaw correction so that the vehicle's yaw angle is not greater than the yaw angle threshold; wherein, the target steering system is determined based on the current detection information.

[0007] Based on the aforementioned technical means, on the one hand, determining the yaw angle threshold and target steering system based on real-time vehicle information (such as tire wear status) improves the rationality of the yaw angle threshold and target steering system. This not only extends tire life and reduces the chain reaction of abnormal wear, but also significantly improves the accuracy and safety of vehicle stability control. On the other hand, real-time correction of the vehicle's yaw angle through the target steering system can effectively suppress the fishtailing phenomenon that occurs when the vehicle is driving on slippery roads in intelligent driving or human driving modes, thereby improving the vehicle's handling stability and avoiding loss of directional control due to excessive yaw.

[0008] Furthermore, when the target control link includes the suspension system control link, the suspension system control link is centered on the vehicle's suspension system. Controlling the vehicle according to the target control link includes: determining current suspension adjustment information based on the current detection information using the suspension system according to the suspension system control link, and adjusting the vehicle's suspension according to the current suspension adjustment information; wherein, the current suspension adjustment information includes at least one of suspension load information, suspension damping information, and the vehicle's center of gravity sideslip angle.

[0009] Based on the aforementioned technical means, firstly, the suspension system adaptively adjusts the load on the suspension to achieve uniform load distribution during deceleration / acceleration, avoiding load concentration on a single axle; secondly, the suspension system adaptively adjusts the damping of the suspension to ensure optimal stability control in terms of vehicle ground contact, body following, and self-centering; thirdly, the suspension system adaptively adjusts the roll angle of the suspension to enhance support during high-dynamic conditions such as lane changes, cornering, and circular maneuvers; finally, by controlling various influencing factors through active suspension, the vehicle's roll and sideslip tendencies can be effectively suppressed in slippery road conditions, thereby improving vehicle driving stability and avoiding safety issues caused by loss of vehicle posture control.

[0010] Furthermore, when the target control link includes the advanced driver assistance system (ADAS) control link, the ADAS control link is centered on the vehicle's ADAS. The ADAS control link includes a first link, a second link, a third link, and a fourth link. The first link includes the ADAS and the vehicle's cockpit system; the second link includes the ADAS and the vehicle's electric drive system; the third link includes the ADAS, the braking system, and the electric drive system; and the fourth link includes the ADAS, the powertrain, and the electric drive system. Controlling the vehicle according to the target control link includes: according to the first link, using the ADAS to send a first prompt command to the cockpit system, and using the cockpit system... In response to the first prompting command, the system controls the vehicle's prompting device to issue a prompt based on the current detection information; according to the second link, the advanced driver assistance system determines a target speed based on the current detection information, and the electric drive system adjusts the vehicle speed to the target speed; according to the third link, the advanced driver assistance system sends a first command to the braking system, and in response to the first command, the braking system determines a first control strategy, and the electric drive system controls the vehicle according to the first control strategy; according to the fourth link, the advanced driver assistance system sends a second command to the powertrain system, and in response to the second command, the powertrain system determines a second control strategy based on the vehicle's current operating conditions and driving mode, and the electric drive system controls the vehicle according to the second control strategy.

[0011] Based on the aforementioned technical means, on the one hand, multiple control links are set up under intelligent driving to achieve flexible vehicle control under different driving conditions. On the other hand, through the combination of multiple links, efficient linkage between the advanced driver assistance system and the cockpit, electric drive, braking, and power systems is achieved. This not only enhances the vehicle's active intervention capability when driving at high speeds on slippery roads, greatly reducing the risk of skidding and loss of control, but also comprehensively reduces the possibility of hydroplaning caused by excessive speed, single-axle slippage, and rapid recovery after skidding—achievements that cannot be made by a single link or a portion of the links. Furthermore, it improves the human-machine interaction experience, enabling the driver to more intuitively understand the current vehicle status and take corresponding measures, thereby effectively preventing accidents.

[0012] Furthermore, the first control strategy includes a first target braking strategy and a first intervention strategy; determining the first control strategy using the braking system includes: determining the first target braking strategy using the braking system based on the vehicle's driving mode; determining the first intervention strategy using the braking system based on the current detection information, wherein the first intervention strategy is used to perform graded intervention control on a first stability function, wherein the first stability function includes at least one of the following: anti-lock braking system, traction control system, active yaw control system, and dynamic towing torque control.

[0013] Based on the aforementioned technical means, on the one hand, the braking system can formulate different braking strategies according to the vehicle's driving mode to accurately match the vehicle's structural characteristics, thereby improving subsequent braking response efficiency and reducing the risk of skidding or fishtailing caused by unreasonable braking force distribution. On the other hand, the braking system combines current detection information to generate corresponding intervention strategies, realizing graded control of chassis stability functions, thereby optimizing vehicle handling performance under different tire adhesion conditions and effectively improving the stability and safety of the vehicle when driving on wet and slippery roads.

[0014] Further, determining the first target braking strategy based on the vehicle's driving mode using the braking system includes: when the vehicle's driving mode is two-wheel drive, using the braking system to set the first braking strategy as the first target braking strategy; wherein the first braking strategy includes early disengagement of electric braking and supplementing the disengaged electric braking force; when the vehicle's driving mode is four-wheel drive, using the braking system to set the second braking strategy as the first target braking strategy; wherein the second braking strategy includes transferring at least a portion of the electric braking of the vehicle's rear axle to the vehicle's front axle, or redistributing the electric braking of the vehicle's front and rear axles according to a first distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the vehicle's tire health status; the first distribution ratio is determined based on the tire health status, which is determined based on the current detection information, and the tire health status characterizes tire drainage capacity, tire adhesion capacity, and / or tire wear status.

[0015] Based on the aforementioned technical means, differentiated braking strategies are designed for different drive modes. In two-wheel drive vehicles, the strategy of early disengaging the electric brake and replenishing fluid can effectively prevent single-axle lock-up caused by excessive electric braking. For four-wheel drive vehicles, the electric brakes of the front and rear axles or all four wheels are reasonably distributed based on the current detection information to ensure the balance of braking force between axles or wheels, avoiding sideslip problems caused by uneven distribution of braking force, thereby comprehensively improving the stability of the vehicle when driving on slippery roads.

[0016] Furthermore, determining the second control strategy using the powertrain system based on the vehicle's current operating condition and drive mode includes: when the current operating condition is braking and the vehicle's drive mode is two-wheel drive, using the powertrain system to adopt a first limiting strategy as the second control strategy; wherein the first limiting strategy includes limiting the vehicle's electric brake regeneration capability; when the current operating condition is braking and the vehicle's drive mode is four-wheel drive, using the powertrain system to adopt a third braking strategy as the second control strategy; wherein the third braking strategy includes transferring at least a portion of the electric braking from the rear axle of the vehicle to the front axle of the vehicle, or redistributing the electric braking from the front and rear axles of the vehicle according to a second distribution ratio, or redistributing the electric braking from at least one tire of the vehicle based on the tire health status of the vehicle. The second allocation ratio is determined based on the tire health condition; when the current operating condition is an acceleration condition and the vehicle's drive mode is two-wheel drive, the powertrain uses a second limiting strategy as the second control strategy; wherein, the second limiting strategy includes limiting the vehicle's acceleration capability; when the current operating condition is an acceleration condition and the vehicle's drive mode is four-wheel drive, the powertrain uses a fourth braking strategy as the second control strategy; wherein, the fourth braking strategy includes transferring at least a portion of the vehicle's rear axle acceleration capability to the vehicle's front axle, or, redistributing the vehicle's front and rear axle acceleration capability according to a third allocation ratio, or, redistributing the vehicle's acceleration capability at least one tire based on the vehicle's tire health condition; the third allocation ratio is determined based on the tire health condition.

[0017] Based on the aforementioned technical means, by restricting or rationally allocating and controlling the electric braking recovery capability and acceleration capability, it is possible to prevent the vehicle from losing traction due to excessive driving force or braking force under specific working conditions. This effectively avoids the risk of loss of control when the vehicle is traveling at high speed on a slippery road surface, thereby improving driving safety and passenger comfort.

[0018] Furthermore, the control method further includes: using the electric drive system to determine a third control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal, and performing control according to the third control strategy; wherein, the third control strategy includes actively unloading the drive torque or the electric braking torque.

[0019] Based on the above technical means, by monitoring the tire status and electric drive resolver signal in real time, the electric drive system can actively unload the drive or electric braking torque of the electric drive assembly to prevent tire slippage due to excessive output and effectively prevent vehicle loss of control.

[0020] Furthermore, when the target control link includes the powertrain control link, the powertrain control link is centered on the vehicle's powertrain. The powertrain control link includes a fifth link and a sixth link. The fifth link includes the powertrain and the cockpit system, and the sixth link includes the powertrain and the vehicle's electric drive system. Controlling the vehicle according to the target control link includes: according to the fifth link, using the powertrain to send a second prompt command to the cockpit system; using the cockpit system in response to the second prompt command, controlling the vehicle's prompting device to provide a prompt based on the current detection information; according to the sixth link, using the powertrain to determine a fourth control strategy, and using the electric drive system to control the vehicle according to the fourth control strategy; wherein the fourth control strategy includes limiting the vehicle's acceleration capability, redistributing the driving force of the front and rear axles of the vehicle according to a fourth distribution ratio, and / or redistributing the driving force of at least one wheel of the vehicle based on the tire health status; the fourth distribution ratio is determined based on the tire health status.

[0021] Based on the aforementioned technical means, under human-driven acceleration conditions, on the one hand, through the cooperation between the powertrain and the cabin system, relevant information can be quickly transmitted to the driver in emergency situations, improving their reaction efficiency; on the other hand, through the coordination between the powertrain and the electric drive system, the vehicle's acceleration capability can be limited, and the driving force can be dynamically and rationally adjusted based on tire health to better adapt to complex road conditions, reducing the risk of slippage and loss of control, and improving the controllability and safety of vehicle driving. Furthermore, under human-driven acceleration, the combination of these two links achieves efficient linkage between the powertrain, the cabin, and the electric drive, comprehensively reducing the possibility of hydroplaning caused by excessive vehicle speed, slippage due to concentrated driving force on a single axle, and the inability of slipping wheels to recover quickly—achievements that cannot be accomplished by a single link.

[0022] Furthermore, the control method further includes at least one of the following: using the braking system to determine a second intervention strategy based on the current detection information, and performing intervention control according to the second intervention strategy; wherein the second intervention strategy is used to perform graded intervention control on a second stability function, the second stability function including at least one of the following: an active traction control system and an active yaw control system; using the electric drive system to determine a fifth control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal, and performing control according to the fifth control strategy; wherein the fifth control strategy includes unloading the drive torque.

[0023] Based on the aforementioned technical means, on the one hand, the braking system intervenes in stages to optimize the vehicle's dynamic response characteristics under different tire adhesion conditions, thereby further improving the vehicle's stability and safety when driving on slippery roads. On the other hand, the electric drive system automatically reduces the output torque of relevant motors based on the changing trends of tire condition and resolver signals, thus achieving more effective stability control.

[0024] Furthermore, when the target control link includes the braking system control link, the braking system control link is centered on the vehicle's braking system. The braking system control link includes a seventh link or an eighth link. The seventh link includes the braking system and the vehicle's electric drive system, and the eighth link includes the braking system, the power system, and the electric drive system. Controlling the vehicle according to the target control link includes one of the following: according to the seventh link, using the braking system to determine a sixth control strategy based on the vehicle's driving mode, and using the electric drive system to perform control according to the sixth control strategy; according to the eighth link, using the braking system to send a third command to the power system, and in response to the third command, using the power system to determine a seventh control strategy based on the vehicle's driving mode, and using the electric drive system to perform control according to the seventh control strategy.

[0025] Based on the aforementioned technical means, firstly, through coordinated control between the braking system, electric drive system, and power system, the vehicle's braking effect can be dynamically optimized, thereby maintaining vehicle stability and safety on slippery road surfaces. Secondly, in torque direct connection mode, the method of sending control commands directly from the braking system to the electric drive system enables control command transmission without going through the power system, shortening the control path and improving response efficiency. Finally, in non-torque direct connection mode, by introducing the participation of the power system, the power system can achieve a higher level of intelligent control. The power system can consider braking needs while also taking into account acceleration, suspension, and other factors, thereby improving the vehicle's stability and handling under complex road conditions.

[0026] Furthermore, the control method further includes: using the braking system to determine the third intervention strategy based on the current detection information, the third intervention strategy being used to perform graded intervention control on the third stability function, the third stability function including at least one of the following: anti-lock braking system, active yaw control system, and power drag torque control.

[0027] Based on the aforementioned technical means, the braking system can be used to intervene in the vehicle's anti-lock braking system, active yaw control, and dynamic drag torque control in stages, thereby optimizing the vehicle's dynamic response characteristics under different tire adhesion conditions and further improving the vehicle's stability and safety when driving on wet and slippery roads.

[0028] Furthermore, determining the sixth control strategy based on the vehicle's driving mode using the braking system includes: when the vehicle's driving mode is two-wheel drive, using the braking system to adopt a third limiting strategy as the sixth control strategy; wherein the third limiting strategy includes limiting the vehicle's electric braking torque; and when the vehicle's driving mode is four-wheel drive, using the braking system to adopt a fifth braking strategy as the sixth control strategy; wherein the fifth braking strategy includes redistributing the electric braking of the vehicle's front and rear axles according to a fifth distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the vehicle's tire health condition; the fifth distribution ratio is determined based on the tire health condition.

[0029] Based on the aforementioned technical means, by selecting different braking strategies according to the drive mode, it is possible to better adapt to the characteristics of different vehicle models, thereby achieving better braking performance in slippery road conditions. This avoids problems such as loss of control and instability caused by unreasonable distribution of electric brakes, improving the overall vehicle handling performance and driving experience. Furthermore, by rationally distributing the electric brakes of the front and rear axles or all four wheels according to the tire's health condition, it ensures a balance of braking force between axles or wheels, avoiding the risk of loss of control due to tire grip degradation.

[0030] Furthermore, the step of determining the seventh control strategy based on the vehicle's drive mode using the powertrain system includes: when the vehicle's drive mode is two-wheel drive, using the powertrain system to adopt a fourth limiting strategy as the seventh control strategy; wherein the fourth limiting strategy includes limiting the vehicle's electric braking recovery capability; and when the vehicle's drive mode is four-wheel drive, using the powertrain system to adopt a sixth braking strategy as the seventh control strategy; wherein the sixth braking strategy includes redistributing the total target recovery torque to the front and rear axles of the vehicle or at least one tire of the vehicle according to a sixth distribution ratio, wherein the total target recovery torque is determined by the braking system based on the total braking demand torque.

[0031] Based on the above-mentioned technical means, by controlling the electric braking recovery capacity and recovery torque distribution through the power system, more reasonable energy recovery and braking coordination can be achieved in wet and slippery road conditions, preventing tire slippage caused by excessive single-axle electric braking and reverse torque, thereby ensuring vehicle driving safety while also meeting the needs of energy consumption optimization.

[0032] Furthermore, the target control link includes a first target control link and a second target control link; determining the target control link includes: using the suspension system control link and the steering system control link as the first target control link; determining the second target control link based on the vehicle's current driving mode and the vehicle's current operating condition; wherein, the current driving mode includes intelligent driving mode or manual driving mode.

[0033] Based on the aforementioned technical methods, firstly, by directly incorporating the control links centered on the suspension and steering systems into the target control link, not only is control latency reduced, but vehicle posture and yaw angle can also be quickly adjusted to address the risk of lateral instability caused by slippery road surfaces. Secondly, by dynamically determining the control link in conjunction with the current driving mode and operating conditions, control becomes more adaptable and targeted, enabling flexible responses to problems in different driving scenarios, improving overall control efficiency and reliability, and effectively reducing the risk of loss of control caused by tire slippage, wear, etc., thereby ensuring optimal driving performance and safety under different driving conditions. Finally, under different driving modes and operating conditions, it is necessary to integrate the suspension system control link, steering system control link, and second target control link to fully optimize hydroplaning under intelligent driving, increase maximum speed, prevent slippage, quickly recover from slippage, improve the overall vehicle handling during lane changes / cornering / circling, quickly converge yaw after a drift, and prevent overcharging, while taking into account energy consumption, smoothness, and comfort, giving the vehicle a better and more balanced performance, which cannot be achieved by a single control link or a portion of the control links.

[0034] Furthermore, determining the second target control link based on the vehicle's current driving mode and current operating condition includes: when the vehicle's current driving mode is the intelligent driving mode, using the advanced driver assistance system control link as the second target control link; when the vehicle's current driving mode is the manual driving mode and the current operating condition is acceleration, using the powertrain control link as the second target control link; and when the vehicle's current driving mode is the manual driving mode and the current operating condition is braking, using the braking system control link as the second target control link.

[0035] Based on the aforementioned technical means, in intelligent driving mode, the control link centered on the advanced driver assistance system (ADAS) is prioritized, enabling more precise speed limits and route planning, and reducing human error. In manual driving mode, the control link is selected based on the specific operating conditions, either the powertrain or braking system, which helps enhance the driver's perception and control of the vehicle's status, thereby further improving driving safety performance in complex road conditions. Furthermore, when the vehicle is driving intelligently on a high-speed, slippery road surface, by integrating the suspension system control link, the steering system control link, and the ADAS-centered link—that is, using the ADAS as the perception and decision-making center, and coordinating with the powertrain, braking, steering, suspension, and cockpit systems for full-domain control—it achieves advanced risk prediction and early intervention in suspension and steering, proactively adjusting the vehicle's status before danger occurs. This enables multi-system cross-domain linkage and collaborative response to complex scenarios, achieving full-link collaboration between perception, decision-making, and execution under intelligent driving, significantly improving driving safety, handling stability, and comfort. When a vehicle is manually accelerated on a high-speed, slippery road, the control links of the suspension system, steering system, and powertrain system are integrated. The powertrain system acts as the brain of the car, integrating driver intent, vehicle status, and environmental information to make global decisions on systems such as power, braking, steering, and cabin. For example, the powertrain is combined with steering and suspension to upgrade the vehicle from "passive response" to "active prediction." This significantly reduces the risk of instability in scenarios such as cornering, lane changing, and bumpy rides. It can proactively adjust before risks occur and optimize the vehicle's overall performance during dynamic driving, achieving the goal of moving from post-event correction to pre-event prevention. This significantly improves handling stability, driving safety, and ride comfort. When a vehicle is manually decelerated on a high-speed, slippery road surface, the system integrates the control links of the suspension system, the steering system, and the braking system. With the braking system as the decision-making center, it coordinates with the steering, suspension, and power systems for comprehensive control. For example, brake-coupled suspension can automatically enhance front suspension damping, suppress violent diving, and maintain tire contact area, significantly improving vehicle stability. Brake-coupled steering provides directional stability support during braking, preventing understeer or oversteer caused by uneven braking force. Brake-coupled power can dynamically adjust the front and rear axle braking force ratio, preventing rear wheel lift-off or fishtailing due to forward weight shift. This achieves immediate stability during braking, significantly improving vehicle stability, safety, and handling confidence on high-speed, slippery roads.

[0036] A vehicle includes a vehicle control unit, a controller local area network (Controller Area Network), and a target control link. The vehicle control unit communicates with the target control link via the Controller Area Network. The target control link is used to receive current detection information of the vehicle sent by the vehicle control unit. If the current detection information determines that the current driving scenario is a target driving scenario, the target control link controls the vehicle to ensure stable driving in the target driving scenario. The target driving scenario indicates that the vehicle is on a slippery road surface and the vehicle's current speed is greater than a preset speed threshold. The target control link includes at least two of the vehicle's advanced driver assistance system control link, powertrain system control link, braking system control link, suspension system control link, and steering system control link.

[0037] Based on the aforementioned technical means, firstly, the system determines whether the vehicle is in a high-speed driving scenario on a slippery road surface based on the vehicle's current detection information, thereby triggering a multi-system fusion control strategy to effectively identify high-risk states and respond promptly. Secondly, when the conditions for high-speed driving on a slippery road surface are met, an appropriate combination of control links is selected to achieve coordinated intervention and comprehensive optimization of key systems such as power, braking, electric drive, suspension, and steering, thereby improving vehicle stability and safety. Finally, by integrating multiple control links to control the vehicle, the risk of skidding or loss of control when the vehicle is driving at high speed on a slippery road surface can be significantly reduced, thereby further improving driving safety, and it can also provide strong support for the intelligent development of new energy vehicles.

[0038] Furthermore, when the target control link includes the steering system control link, the steering system control link is centered on the vehicle's steering system; the vehicle control unit communicates with the steering system through the controller area network; when the target control link includes the suspension system control link, the suspension system control link is centered on the vehicle's suspension system; the vehicle control unit communicates with the suspension system through the controller area network.

[0039] Based on the aforementioned technical methods, real-time correction of the vehicle's yaw angle through the steering system can effectively suppress tail-wagging when driving on slippery roads in intelligent driving or human driving modes, thereby improving vehicle handling stability and preventing loss of directional control due to excessive yaw. Adaptive adjustment of the vehicle's posture through the suspension system can effectively suppress vehicle roll and sideslip tendencies in slippery road conditions, thus improving vehicle driving stability and preventing safety issues caused by loss of vehicle posture control.

[0040] Furthermore, when the target control link includes the advanced driver assistance system (ADAS) control link, the ADAS control link is centered on the vehicle's ADAS, and the vehicle control unit communicates with the ADAS through the controller area network; the ADAS control link includes a first link, a second link, a third link, and a fourth link; the first link includes the ADAS and the vehicle's cockpit system; wherein, the cockpit system is used to respond to receiving a first prompting command sent by the ADAS, and control the vehicle's prompting device to provide a prompt based on the current detection information; The second link includes the advanced driver assistance system (ADAS) and the vehicle's electric drive system; wherein the electric drive system is used to receive a target speed sent by the ADAS and adjust the vehicle's speed to the target speed; the third link includes the ADAS, the vehicle's braking system, and the electric drive system, wherein the ADAS is communicatively connected to the braking system, and the braking system is also communicatively connected to the electric drive system; wherein the braking system is used to determine a first control strategy in response to receiving a first instruction sent by the ADAS; the electric drive system is used to perform control according to the first control strategy sent by the braking system; the fourth link includes the ADAS, the vehicle's powertrain, and the electric drive system, wherein the ADAS is communicatively connected to the powertrain, and the powertrain is also communicatively connected to the electric drive system; wherein the powertrain is used to determine a second control strategy based on the vehicle's current operating conditions and the vehicle's drive mode in response to a second instruction sent by the ADAS; the electric drive system is used to perform control according to the second control strategy sent by the powertrain.

[0041] Based on the aforementioned technical means, and through multiple link combinations, efficient linkage between the advanced driver assistance system and the cockpit, electric drive, braking, and power systems is achieved. This not only enhances the vehicle's active intervention capability when driving at high speeds on slippery roads, greatly reducing the risk of skidding and loss of control, but also comprehensively reduces the possibility of hydroplaning caused by excessive vehicle speed, single-axle slippage, and rapid recovery after skidding—achievements that cannot be accomplished by a single link or a portion of the links. Furthermore, it improves the human-machine interaction experience, enabling the driver to more intuitively understand the current vehicle status and take corresponding measures, thereby effectively preventing accidents.

[0042] Furthermore, when the target control link includes the powertrain control link, the powertrain control link is centered on the vehicle's powertrain, and the vehicle control unit communicates with the powertrain through the controller local area network; the powertrain control link includes a fifth link and a sixth link; the fifth link includes the powertrain and the cockpit system; wherein, the cockpit system is used to respond to a second prompting command sent by the powertrain and control the vehicle's prompting device to provide a prompt based on the current detection information; the sixth link includes the powertrain and the vehicle's electric drive system; wherein, the electric drive system is used to perform control according to the fourth control strategy sent by the powertrain.

[0043] Based on the aforementioned technical means, under human-driven acceleration conditions, on the one hand, through the cooperation between the powertrain and the cabin system, relevant information can be quickly transmitted to the driver in emergency situations, improving their reaction efficiency; on the other hand, through the coordination between the powertrain and the electric drive system, the vehicle's acceleration capability can be limited, and the driving force can be dynamically and rationally adjusted based on tire health to better adapt to complex road conditions, reducing the risk of slippage and loss of control, and improving the controllability and safety of vehicle driving. Furthermore, under human-driven acceleration, the combination of these two links achieves efficient linkage between the powertrain, the cabin, and the electric drive, comprehensively reducing the possibility of hydroplaning caused by excessive vehicle speed, slippage due to concentrated driving force on a single axle, and the inability of slipping wheels to recover quickly—achievements that cannot be accomplished by a single link.

[0044] Furthermore, when the target control link includes the braking system control link, the braking system control link is centered on the vehicle's braking system, and the vehicle control unit communicates with the braking system through the controller area network; the braking system control link includes a seventh link or an eighth link; the seventh link includes the braking system and the vehicle's electric drive system; wherein, the electric drive system is used to control according to the sixth control strategy sent by the braking system; the eighth link includes the braking system, the power system, and the electric drive system, the braking system is communicatively connected to the power system, and the power system is also communicatively connected to the electric drive system; wherein, the power system is used to determine a seventh control strategy based on the vehicle's driving mode in response to a third command sent by the braking system; the electric drive system is used to control according to the seventh control strategy sent by the power system.

[0045] Based on the aforementioned technical means, firstly, through coordinated control between the braking system, electric drive system, and power system, the vehicle's braking effect can be dynamically optimized, thereby maintaining vehicle stability and safety on slippery road surfaces. Secondly, in torque direct connection mode, the method of sending control commands directly from the braking system to the electric drive system enables control command transmission without going through the power system, shortening the control path and improving response efficiency. Finally, in non-torque direct connection mode, by introducing the participation of the power system, the power system can achieve a higher level of intelligent control. The power system can consider braking needs while also taking into account acceleration, suspension, and other factors, thereby improving the vehicle's stability and handling under complex road conditions.

[0046] A vehicle control device, the control device comprising: The first determining module is used to determine the current driving scenario of the vehicle based on the current detection information of the vehicle. The second determining module is used to determine a target control link when the current driving scenario is a target driving scenario; wherein, the target driving scenario indicates that the vehicle is on a slippery road surface and the current vehicle speed is greater than a preset vehicle speed threshold; the target control link includes at least two of the following: advanced driver assistance system control link, power system control link, braking system control link, suspension system control link, and steering system control link; The control module is used to control the vehicle according to the target control link so that the vehicle can drive stably in the target driving scenario.

[0047] A vehicle includes a processor and a memory, the memory storing a computer program executable on the processor, the processor executing the computer program to implement any of the methods described above.

[0048] A computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described in any of the preceding claims.

[0049] A computer program product includes a computer program or instructions that, when executed by a processor, implement the method described in any of the preceding claims.

[0050] The beneficial effects of this application are: (1) Based on the vehicle's current detection information, determine whether it is in a high-speed driving scenario on a slippery road surface, thereby triggering a multi-system fusion control strategy to effectively identify high-risk states and respond in a timely manner; (2) When the conditions for high-speed driving on wet and slippery roads are met, select appropriate control link combinations to achieve coordinated intervention and comprehensive optimization of key systems such as power, braking, electric drive, suspension, and steering, thereby improving vehicle stability and safety. (3) By integrating multiple control links to control the vehicle, the risk of skidding or loss of control when the vehicle is traveling at high speed on wet and slippery roads can be significantly reduced, thus providing strong support for the intelligent development of new energy vehicles; (4) Directly incorporating the control link with the suspension system and steering system as the core into the target control link not only reduces control delay, but also allows for rapid adjustment of vehicle attitude and yaw angle to cope with the risk of lateral instability caused by slippery road surfaces; (5) Combine the current driving mode and working conditions to dynamically determine the control link, making the control more adaptable and targeted, and able to flexibly deal with the problems of different driving scenarios, thereby improving the overall control efficiency and reliability; (6) Multiple control links are set up under intelligent driving to realize flexible control of the vehicle under different driving conditions. Through multiple link combinations, the advanced driver assistance system and the cockpit, electric drive, braking, power and other systems are efficiently linked. This not only enhances the active intervention capability of the vehicle when driving at high speed on wet and slippery roads, greatly reduces the risk of skidding and loss of control, and comprehensively reduces the possibility of hydroplaning caused by excessive vehicle speed, single axle slippage, and rapid recovery after skidding, but also improves the human-machine interaction experience, enabling the driver to understand the current vehicle status more intuitively and take corresponding measures, thereby effectively preventing accidents. (7) Under intelligent driving, the braking system can formulate different braking strategies according to the vehicle's driving mode to accurately match the vehicle's structural characteristics, thereby improving the efficiency of subsequent braking response and reducing the risk of skidding or tail-swing caused by unreasonable distribution of braking force; the braking system generates corresponding intervention strategies in combination with the current detection information to achieve graded control of the chassis stability function, thereby optimizing the vehicle's handling performance under different tire adhesion conditions; by restricting the electric braking recovery capability and acceleration capability or by reasonably distributing and controlling them based on the current detection information, the vehicle can be prevented from losing traction due to excessive driving force or braking force under specific working conditions, thereby effectively avoiding the risk of loss of control when the vehicle is driving at high speed on wet and slippery roads; by monitoring the tire status and electric drive resolver signal in real time, the electric drive system can actively unload the driving or electric braking torque of the electric drive assembly to prevent tire slippage due to excessive output, thereby effectively preventing loss of vehicle control; (8) Under human-driven acceleration, the acceleration capability of the vehicle can be limited and the driving force can be dynamically and reasonably adjusted based on the tire health status to better adapt to complex road conditions through the coordination between the power system and the electric drive system; the active traction control and active yaw control functions of the vehicle can be intervened in stages through the braking system, thereby optimizing the dynamic response characteristics of the vehicle under different tire adhesion conditions; the electric drive system can automatically reduce the output torque of the relevant motors according to the changing trend of tire status and refractive signal, thereby achieving more effective stability control; in addition, under human-driven acceleration, the combination of these two links realizes the efficient linkage between the power system, the cabin and the electric drive, and comprehensively reduces the possibility of hydroplaning, driving force concentrating on a single axle and slipping due to excessive vehicle speed, and the inability of slipping wheels to recover quickly. (9) Under human-driven braking conditions, the braking effect of the vehicle can be dynamically optimized through the coordinated control between the braking system, the electric drive system, and the power system. When torque is directly coupled, the control command can be transmitted directly to the electric drive system through the braking system, without going through the power system, thus shortening the control path and improving the response efficiency. When torque is not directly coupled, the vehicle's anti-lock braking system, active yaw control, and power drag torque control functions can be intervened in stages through the braking system, which greatly optimizes the dynamic response characteristics of the vehicle. By controlling the electric braking recovery capability and recovery torque distribution through the power system, more reasonable energy recovery and braking coordination can be achieved in wet and slippery road conditions, preventing tire slippage caused by excessive single-axle electric braking or reverse torque. (10) Under human or intelligent driving conditions, the suspension system adaptively adjusts the load, damping, roll angle, etc. of the suspension to achieve uniform load distribution under deceleration / acceleration conditions, avoids load concentration on a single axle, and makes the vehicle ground contact, body following, and self-centering at the best stability control, and makes the vehicle support stronger under high dynamic conditions such as lane change / cornering / circling, so as to effectively suppress the vehicle's roll and sideslip tendency in wet and slippery road conditions, and avoid safety problems caused by loss of vehicle posture. (11) The yaw angle threshold and target steering system are determined based on the real-time information of the vehicle (such as tire wear status), which improves the rationality of the yaw angle threshold and target steering system. This not only extends the tire service life and reduces the chain reaction of abnormal wear, but also significantly improves the accuracy and safety of vehicle stability control.

[0051] (12) By using the target steering system to correct the yaw angle of the vehicle in real time, it can effectively suppress the tail-swing phenomenon that occurs when the vehicle is driving on a wet road surface in intelligent driving or human driving mode, and avoid loss of directional control due to excessive yaw. (13) When the vehicle is driving intelligently on a high-speed wet and slippery road, by integrating the suspension system control link, the steering system control link and the link with the advanced driver assistance system as the core, that is, by using the advanced driver assistance system as the perception and decision-making center, and combining the power, braking, steering, suspension, and cockpit systems to carry out full-domain control, it can achieve advanced risk prediction and early intervention of the suspension and steering, actively adjust the vehicle state before the danger occurs, realize the cross-domain linkage of multiple systems and collaborative response to complex scenarios, and achieve full-link collaboration of perception-decision-execution under intelligent driving; (14) When the vehicle is manually driven to accelerate on a high-speed wet and slippery road, by integrating the suspension system control link, the steering system control link and the power system as the core link, that is, the power system as the brain of the car, responsible for integrating the driver's intention, vehicle status and environmental information, and making global decisions on the power, braking, steering, cabin and other systems, such as power combined with steering and suspension, the vehicle can be upgraded from "passive response" to "active prediction", which significantly reduces the risk of instability in scenarios such as cornering, lane changing and bumps. It can actively adjust before the risk occurs and optimize the vehicle in the whole domain during dynamic driving, achieving the goal of moving from post-correction to pre-prevention. (15) When the vehicle is manually driven to decelerate on a high-speed wet and slippery road surface, the three links of suspension system control link, steering system control link and braking system core link are integrated. That is, the braking system is the decision center, and the steering, suspension and power systems are combined to carry out full-domain control. For example, the braking-coupled suspension can automatically enhance the front suspension damping, suppress violent diving, and maintain the tire contact area, which significantly improves the stability of the vehicle body posture; the braking-coupled steering can provide directional stability support during braking and avoid understeer or oversteer caused by uneven braking force; the braking-coupled power can dynamically adjust the front and rear axle braking force ratio to avoid the rear wheels leaving the ground or fishtailing due to the forward shift of the center of gravity. In this way, the vehicle can achieve stability during braking and significantly improve the stability, safety and handling confidence of the vehicle on a high-speed wet and slippery road surface. Attached Figure Description

[0052] Figure 1 A schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application; Figure 2 A schematic diagram illustrating tire wear, vehicle speed, and risk level is provided for an embodiment of this application; Figure 3 This is a first schematic diagram of a vehicle control system and communication architecture provided in an embodiment of this application; Figure 4 This application provides a schematic diagram of a multi-system fusion control system. Figure 5 This application provides a schematic diagram of a stability control link in an intelligent driving mode. Figure 6 A schematic diagram of a stability control link for acceleration conditions in manual driving mode provided in an embodiment of this application; Figure 7 A schematic diagram of a stability control link for braking conditions in manual driving mode provided in an embodiment of this application; Figure 8 This is a schematic diagram of the control link of a suspension system provided in an embodiment of this application; Figure 9 This is a second schematic diagram of a vehicle control system and communication architecture provided in an embodiment of this application; Figure 10 A third schematic diagram of a vehicle control system and communication architecture provided for an embodiment of this application; Figure 11 A schematic diagram of the composition structure of a vehicle provided in an embodiment of this application; Figure 12 This is a schematic diagram of the composition structure of a vehicle control device provided in an embodiment of this application; Figure 13 This is a schematic diagram of the hardware structure of a vehicle provided in an embodiment of this application.

[0053] It should be noted that the terms "first," "second," and "third" mentioned above are only used to distinguish different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0054] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0055] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0056] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0057] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0058] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0059] The method provided in this application can be executed by an electronic device, which can be a laptop, tablet, desktop computer, vehicle, set-top box, mobile device (e.g., mobile phone, portable music player, personal digital assistant, dedicated messaging device, portable gaming device), or a server. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDN), and big data and artificial intelligence platforms.

[0060] The technical solutions in the embodiments of this application will now be clearly and completely described with reference to the accompanying drawings.

[0061] Figure 1 This is a schematic diagram illustrating the implementation flow of a vehicle control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the control method includes steps S11 to S13, wherein: Step S11: Determine the current driving scenario of the vehicle based on the current detection information of the vehicle.

[0062] Here, the detection information may include, but is not limited to, at least one of the following: speed, acceleration, rainfall, wiper speed, tire wear, tire grip, tire slippage, and road surface water volume.

[0063] Speed ​​refers to the speed at which a vehicle travels.

[0064] Acceleration refers to the acceleration of a vehicle, which can include, but is not limited to, lateral acceleration (AX) and longitudinal acceleration (AY). Lateral acceleration is the acceleration along the vehicle's transverse axis (i.e., the left-right direction, perpendicular to the longitudinal axis), reflecting the centrifugal force experienced by the vehicle when turning. It is usually generated by turning (steering input). Longitudinal acceleration is the acceleration along the vehicle's longitudinal axis (i.e., the forward / reverse direction), reflecting changes in the vehicle's linear motion. It is understandable that longitudinal and lateral accelerations are used to detect whether the vehicle is unstable.

[0065] Rainfall amount indicates the intensity (or level) of precipitation or rain, such as no rain, drizzle, light rain, heavy rain, rainstorm, etc.

[0066] Wiper speeds can include, but are not limited to, slow, medium, and fast. In some implementations, wiper speed can also reflect the intensity of the rain. For example, when the wiper speed is slow, the current rainfall is determined to be light rain or drizzle; when the wiper speed is medium, the current rainfall is determined to be heavy rain; and when the wiper speed is fast, the current rainfall is determined to be torrential rain.

[0067] Tire wear condition refers to the degree of physical wear and tear on the tire tread pattern. It is a physical property of the tire and directly affects its grip performance. Tire wear condition can include, but is not limited to, tire wear amount, remaining tire length, and tire wear percentage.

[0068] Tire grip condition (or tire adhesion condition) refers to the actual ability of a tire to generate friction and transmit driving and braking forces between the tire and the ground. It is a dynamic reflection of tire performance and is influenced by a combination of factors, including tire wear, road conditions, vehicle speed, and tire pressure. Tire grip condition can include, but is not limited to, tire grip rating and tire grip safety rating. Tire grip safety rating is negatively correlated with tire grip rating.

[0069] Tire slippage occurs when the friction between the tire and the road surface is broken, causing the tire to slide relative to the road surface and resulting in a loss of precise control over the vehicle. Tire slippage can include, but is not limited to, slip ratio, slip degree, and slip amount.

[0070] The surface water volume (or surface water film depth or surface water film thickness) refers to the water layer or water film covering the road surface where the vehicle is currently located.

[0071] The detection information can be acquired in any suitable way. In some implementations, the detection information can be determined based on perception data collected by onboard sensors. Onboard sensors may include, but are not limited to, cameras, radar, wheel speed sensors (WSS), ultrasonic sensors, angle sensors, rain sensors, and inertial measurement units (i.e., three-axis accelerometers and three-axis gyroscopes). For example, rainstorms, heavy rains, light rains, or drizzles can be identified using data collected by rain sensors. Another example is obtaining rainfall and road surface water volume by recognizing images captured by cameras. Yet another example is converting timestamps collected by wheel speed sensors into tire wear and grip status using preset conversion relationships or models. In some implementations, the detection information can be information acquired by ADAS (Advanced Driver Assistance Systems) recognition systems. In some implementations, the road surface water film depth can be determined by collecting tire audio information, signals collected by tire pressure sensors, collected road surface diffuse reflection signals, and lidar detection signals. The audio signal can include tire noise information, which includes tire noise frequencies that are positively correlated with the thickness of the water film on the road surface and sound pressure levels that are negatively correlated with the thickness of the water film. The signal collected by the tire pressure sensor can be tire pressure information, and the amplitude fluctuation value of the tire pressure information is positively correlated with the thickness of the water film on the road surface. The light intensity in the lidar signal is negatively correlated with the thickness of the water film on the road surface, while the light reception time difference in the lidar signal is positively correlated with the thickness of the water film on the road surface.

[0072] Driving scenario refers to the driving environment in which the vehicle is located. Driving scenario can include, but is not limited to, target driving scenario and non-target driving scenario.

[0073] The target driving scenario represents a situation where the vehicle is on a slippery road surface and its current speed exceeds a preset speed threshold. In other words, the target driving scenario can be a situation where the vehicle is traveling at high speed on a slippery road surface (also known as a high-speed slippery scenario). The speed threshold can be any suitable speed. For example, on a slippery road surface, the speed threshold can be 80 km / h (kilometers per hour), and on a dry road surface, the speed threshold can be set to 120 km / h. In some implementations, the speed threshold can be set according to road surface conditions, vehicle performance (such as high-end or low-end configurations), and user needs.

[0074] Non-target driving scenarios refer to driving scenarios other than the target driving scenario. For example, driving at high speed on a dry road surface, or driving at low speed on a wet road surface.

[0075] The driving scenario can be determined in any suitable way. In some implementations, a correspondence between each detection piece of information and each driving scenario can be pre-established. Based on this correspondence, the current driving scenario that matches the current detection information can be obtained. In some implementations, the current detection information can be input into a pre-established scene recognition model to obtain the current driving scenario. This scene recognition model can be any suitable neural network model capable of performing this function.

[0076] In some implementations, this detection information can be transmitted from the vehicle's control unit (or vehicle controller) to the vehicle's CAN (Controller Area Network) via a communication bus. Various systems receive and process this information to determine whether the vehicle is in a target driving scenario. For example, in rainy or flooded conditions, if the vehicle's speed exceeds a set threshold (e.g., 100 km / h), the target system determines that the vehicle is in a high-risk, slippery road driving scenario (i.e., the target driving scenario). Multi-source information fusion enables accurate identification of complex driving scenarios. The target system can be ADAS, braking system, or powertrain system.

[0077] Step S12: When the current driving scenario is the target driving scenario, determine the target control link; wherein, the target driving scenario represents that the vehicle is on a slippery road surface and the current vehicle speed is greater than a preset vehicle speed threshold; the target control link includes at least two of the advanced driver assistance system control link, power system control link, braking system control link, suspension system control link and steering system control link.

[0078] Here, when the vehicle is in a high-risk target driving scenario, at least two control links need to be determined as target control links from multiple control links; that is, the number of target control links is at least two. In some embodiments, the target control links may include advanced driver assistance system control links and suspension system control links. In some embodiments, the target control links may include powertrain system control links and suspension system control links. In some embodiments, the target control links include braking system control links and suspension system control links. In implementation, the coordinated control of multiple control links enables the vehicle to drive stably and safely in the target driving scenario.

[0079] A control link refers to a set of signal transmission paths and logical processing flows used to perform a specific function. Each control link corresponds to a different combination of control strategies for the system, designed to address specific stability challenges.

[0080] The Advanced Driver Assistance System (ADAS) control link, centered on ADAS, is also known as the ADAS control link. The ADAS control link is responsible for speed limit reminders and route planning adjustments in intelligent driving mode. ADAS refers to a system that achieves partial autonomous driving functions through various sensors and algorithms. ADAS may include, but is not limited to, functional modules such as Automatic Emergency Braking (AEB), Lane Keeping Assist (LKA), and Adaptive Cruise Control (ACC). This ADAS control link may include at least one link, and each link involves at least two systems. In some implementations, the ADAS control link may include a first link, a second link, a third link, and a fourth link. The first link includes ADAS and the vehicle's cockpit system. The second link includes ADAS and the vehicle's electric drive system. The third link includes ADAS, the braking system, and the electric drive system. The fourth link includes ADAS, the powertrain system, and the electric drive system.

[0081] The powertrain control link is centered around the vehicle's powertrain. It limits acceleration and optimizes drive force distribution. The powertrain refers to the collection of systems in a vehicle responsible for providing drive force and regulating output performance; the core controller of the powertrain is the Vehicle Control Unit (VCU). This powertrain control link can include at least one link, and each link involves at least two systems. In some implementations, the powertrain control link can include a fifth and a sixth link. The fifth link includes the powertrain and the cockpit system. The sixth link includes the powertrain and the electric drive system.

[0082] The braking system control link is centered on the vehicle's braking system. It is used for electric braking limitation and hydraulic fluid replenishment. The braking system is an integrated control system that interprets the driver's braking intentions, executes hydraulic / electric braking requests, coordinates multi-axle braking force distribution, and intervenes in the vehicle's dynamic behavior through various stability functions. The core controller of the braking system is the Integrated Body Control Unit (IBCU). This braking system control link may include at least one link, each link involving at least two systems. In some embodiments, the braking system control link includes a seventh or eighth link. The seventh link includes the braking system and the electric drive system. The eighth link includes the braking system, the power system, and the electric drive system.

[0083] The suspension system control link is centered around the vehicle's suspension system. It is used to adjust vehicle height and damping coefficient to improve lateral stability.

[0084] The steering system control link centers on the vehicle's steering system. In implementation, this vehicle may include front-wheel steering, rear-wheel steering, or four-wheel steering systems. This steering system control link is used to adjust the vehicle's yaw rate to improve overall stability.

[0085] The target control link can be determined in any suitable way. During implementation, by reasonably selecting and combining control links, the risk of vehicle loss of control can be effectively reduced and the overall handling stability improved.

[0086] In some implementations, the suspension system control link and the steering system control link can be directly treated as a single target control link.

[0087] In some implementations, the target control link can be determined based on the current driving mode and / or the current operating condition. The driving mode may include, but is not limited to, intelligent driving mode (or automatic driving mode), manual driving mode (i.e., human-driven), etc. The operating condition may include, but is not limited to, braking, acceleration, deceleration, etc. In practice, different driving modes correspond to different control links, and different operating conditions correspond to different control links.

[0088] In some implementations, the target control link can be selected based on current driving conditions (such as tire wear status, rainfall variation trends, etc.) to ensure the dynamic adaptability of the control strategy.

[0089] In some implementations, the target control link includes a first target control link and a second target control link. The first target control link may be a suspension system control link and a steering system control link, and the second target control link may be an advanced driver assistance system control link, a powertrain system control link, or a braking system control link.

[0090] In actual implementation, the coordination mechanism between target control links is crucial. Cross-system cooperation mechanisms can significantly improve the stability performance of the whole vehicle under complex working conditions.

[0091] Step S13: Control the vehicle according to the target control link to make the vehicle drive stably in the target driving scenario.

[0092] Here, different control links correspond to different control strategies or methods. In actual implementation, based on the determined target control link, the vehicle will activate the corresponding system collaborative control mechanism. For example, in NCA (Navigation Cruise Assist) mode (i.e., intelligent driving mode), ADAS limits the maximum speed based on vehicle speed, rainfall, road surface water, tire wear, and tire grip, and issues warnings to the driver through the intelligent cockpit. Another example is when the driver is in control, the VCU determines the target driving scenario based on rainfall and tire adhesion, limiting the accelerator pedal response curve to prevent tire slippage due to excessive driving force. Yet another example is when the driver is in control, the IBCU determines the target driving scenario based on vehicle speed and tire wear, preemptively limiting the electric braking regenerative braking capability and supplementing braking force through the hydraulic braking system to maintain deceleration. Finally, the suspension system controller adjusts the suspension load and damping coefficient based on vehicle speed and tire wear to maintain optimal vehicle stability. During implementation, the linkage of multiple systems enables the vehicle to maintain good handling performance and safety when driving at high speeds on slippery roads.

[0093] Understandably, there are close interactions between the systems in each control link. For example, when ADAS triggers a speed-limiting strategy, it also sends a signal to VCU. After receiving the signal, VCU synchronously adjusts the accelerator pedal response characteristics to limit acceleration, and then notifies IBCU to perform electric braking limitation and hydraulic fluid replenishment, forming a closed-loop feedback control. This cross-system collaborative mechanism can significantly improve the vehicle's stability performance under complex operating conditions.

[0094] In some implementations, where the target control link includes an advanced driver assistance system (ADAS) control link, the ADAS is centrally located, and coordinated control is performed between it and the cockpit system, electric drive system, braking system, and powertrain system. For example, the ADAS sends a warning command to the cockpit system, which responds by controlling the vehicle's warning devices to issue a warning. These warning devices may include, but are not limited to, display devices and voice devices. Another example is that the ADAS sends a target speed to the IPU, which adjusts the vehicle speed to the target speed.

[0095] In some implementations, where the target control link includes a powertrain control link, the powertrain is centrally located, and coordinated control is performed between the powertrain system, the cockpit system, and the electric drive system. For example, the VCU sends a prompt command to the cockpit system, which responds by controlling the vehicle's prompting device to issue a prompt. The prompting device may include, but is not limited to, a display device, a voice device, etc. As another example, the VCU sends a fourth control strategy to the IPU, which then controls the vehicle according to this strategy. The fourth control strategy may include limiting the vehicle's acceleration and / or redistributing the drive force between the front and rear axles according to a fourth distribution ratio.

[0096] In some implementations, where the target control link includes a braking system control link, the braking system is centrally located, and coordinated control is performed between it and the electric drive system and powertrain system. For example, the IBCU sends a sixth control strategy to the IPU, and the IPU performs control according to the sixth control strategy. The sixth control strategy may include a third limiting strategy, a fifth braking strategy, etc. The third limiting strategy is used to limit the electric braking torque of the vehicle, and the fifth braking strategy is used to redistribute the electric braking of the front and rear axles.

[0097] In some implementations, when the target control link includes the suspension system control link, control is performed with the suspension system at its core.

[0098] In some implementations, where the target control link includes the steering system control link, control is performed with the steering system at its core.

[0099] In implementation, the ultimate goal of vehicle control is to enhance vehicle stability during high-speed driving on slippery surfaces through the coordinated action of multiple systems. This includes controlling the vehicle's yaw rate within a preset range, ensuring the yaw angle does not exceed a preset yaw angle threshold, and maintaining the steering wheel correction angle (i.e., steering wheel angle SAS) within a preset angle range. The preset yaw rate range can be any suitable small range, for example, [-5° / s, 5° / s], where ° / s refers to degrees per second. The yaw angle threshold can be any suitable small angle, for example, 5°. The preset angle range can be any suitable small range, for example, [-30°, 30°].

[0100] Furthermore, by continuously monitoring tire wear and dynamically adjusting control strategies, tire lifespan can be extended and the probability of sudden skidding accidents can be reduced.

[0101] In some implementations, the systems communicate via a CAN bus to achieve information sharing and collaborative control, thereby ensuring the vehicle's driving safety and stability under complex operating conditions.

[0102] In this embodiment, firstly, based on the vehicle's current detection information, it is determined whether the vehicle is in a high-speed driving scenario on a slippery road surface, thereby triggering a multi-system fusion control strategy to effectively identify high-risk states and respond promptly. Secondly, when the conditions for a high-speed driving scenario on a slippery road surface are met, an appropriate combination of control links is selected to achieve coordinated intervention and comprehensive optimization of key systems such as power, braking, electric drive, suspension, and steering, thereby improving vehicle stability and safety. Finally, by integrating multiple control links to control the vehicle, the risk of skidding or loss of control when the vehicle is driving at high speed on a slippery road surface can be significantly reduced, thereby further improving driving safety, and also providing strong support for the intelligent development of new energy vehicles.

[0103] In some implementations, the target control link includes a first target control link and a second target control link; the "determine target control link" in step S12 includes steps S121 and S122, wherein: Step S121: Designate the suspension system control link and the steering system control link as the first target control link; Step S122: Determine the second target control link based on the vehicle's current driving mode and current operating condition; wherein, the current driving mode includes intelligent driving mode or manual driving mode.

[0104] Here, when high-speed driving on a slippery road surface is detected, the suspension system control link and steering system control link are automatically activated as the target control path, which can quickly respond to environmental changes, reduce control delay, and ensure driving stability in adverse weather conditions.

[0105] The second target control link typically consists of a communication bus, data interaction protocol, and execution strategy between multiple controllers (such as IBCU, VCU, ADAS, etc.), and is responsible for completing a certain type of vehicle control task. For example, the advanced driver assistance system control link is defined as a dedicated control path for executing electric brake distribution or speed limit control in NCA mode.

[0106] Driving mode refers to the operating state of a vehicle at a given moment, and can be specifically divided into NCA mode and manual driving mode. In intelligent driving mode, the vehicle relies on ADAS for automatic control. In manual driving mode, the driver manually operates the vehicle.

[0107] Operating conditions refer to the specific working state of a vehicle during operation. Operating conditions may include, but are not limited to, braking conditions, deceleration conditions, and acceleration conditions.

[0108] The second target control link can be determined in any suitable way.

[0109] In some implementations, a correspondence between each driving mode, each operating condition, and each control link can be established in advance. Based on this correspondence, a second target control link that is compatible with the current driving mode and the current operating condition can be obtained.

[0110] In some implementations, at least one first alternative control link can be determined based on the current driving mode, and then a second target control link can be determined from the at least one first alternative control link according to the current operating conditions. In some implementations, at least one second alternative control link can be determined based on the current operating conditions, and then a second target control link can be determined from the at least one second alternative control link according to the current driving mode. In practice, different driving modes may correspond to the same or different control links, and different operating conditions may also correspond to the same or different control links.

[0111] In practical applications, the control link can be dynamically adjusted according to changes in the current driving mode and operating conditions, enabling dynamic optimization of the vehicle control link. This helps to achieve more precise control strategies, adapt to different driving scenarios, and ensure that the vehicle maintains optimal driving performance and safety under different driving conditions.

[0112] In this application's implementation, firstly, the control links centered on the suspension and steering systems are directly incorporated into the target control link. This not only reduces control latency but also allows for rapid adjustment of vehicle posture and yaw angle to address the risk of lateral instability caused by slippery road surfaces. Secondly, the control link is dynamically determined based on the current driving mode and operating conditions, making the control more adaptable and targeted. This enables flexible responses to problems in different driving scenarios, improving overall control efficiency and reliability, and effectively reducing the risk of loss of control caused by tire slippage and wear. This ensures optimal driving performance and safety under various driving conditions. Finally, under different driving modes and operating conditions, the suspension system control link, steering system control link, and second target control link need to be integrated to fully optimize hydroplaning under intelligent driving, increase maximum speed, prevent slippage, quickly recover from slippage, improve overall vehicle handling during lane changes / cornering / circling, quickly recover yaw after a drift, and prevent overcharging. This balances energy consumption, smoothness, and comfort, giving the vehicle superior and more balanced performance, which cannot be achieved by a single control link or a subset of control links.

[0113] In some embodiments, step S122 includes steps S1221 to S1223, wherein: Step S1221: When the vehicle's current driving mode is intelligent driving mode, the advanced driver assistance system control link is used as the second target control link. Step S1222: When the vehicle's current driving mode is manual driving mode and the current operating condition is acceleration condition, the power system control link is used as the second target control link. Step S1223: When the vehicle's current driving mode is manual driving mode and the current operating condition is braking condition, the braking system control link is used as the second target control link.

[0114] Here, when the vehicle is in intelligent driving mode, the advanced driver assistance system (ADAS) control link is automatically selected as the path for execution control. Intelligent driving mode is an operating mode in which the vehicle control system dominates the driving state, typically involving ADAS in the longitudinal and lateral control of the vehicle. In this mode, the vehicle's braking, acceleration, and steering operations are decided by ADAS based on environmental perception information and preset logic to achieve autonomous driving functions. Under intelligent driving, the ADAS control link ensures that the vehicle has higher response accuracy and stability, especially in complex road conditions such as slippery surfaces. The ADAS control link can prioritize the use of chassis stability control strategies such as ABS (Anti-lock Brake System), TCS (Traction Control System), and VDC (Vehicle Dynamic Control) to improve vehicle safety and handling.

[0115] When the vehicle is in manual driving mode, it automatically selects either the powertrain control link or the braking system control link as the path for control execution. Manual driving mode means that the driver directly controls the vehicle's state through physical input devices such as pedals and steering wheel; in this mode, the vehicle control system mainly plays an auxiliary role.

[0116] Acceleration mode refers to the situation where the driver presses the accelerator pedal, requesting the vehicle to increase driving force. When the vehicle is in manual driving mode and the current condition is acceleration, the powertrain control link primarily coordinates the torque output between the electric drive system and the braking system to ensure the vehicle maintains sufficient traction during acceleration, preventing tire slippage or loss of control. Especially when driving at high speeds in rainy weather, the powertrain control link can improve vehicle stability by limiting regenerative braking and distributing driving force between the front and rear axles.

[0117] Braking conditions refer to the situation where the driver depresses the brake pedal, requesting the vehicle to slow down. The braking system control loop is mainly used to optimize the distribution of braking force during braking, preventing vehicle instability caused by wheel lock-up or over-braking of a single axle. Especially on slippery roads, the braking system control loop, in conjunction with IBCU, VCU, etc., dynamically adjusts the cooperative working mode of hydraulic braking and electric braking, while enhancing the intervention intensity of functions such as ABS, TCS, and VDC, thereby ensuring the stability and safety of the vehicle during braking.

[0118] During implementation, by selecting different control links based on the vehicle's current driving mode and operating conditions, it can more flexibly adapt to various driving conditions, improve the vehicle's stability on slippery roads, and effectively reduce the risk of traffic accidents caused by tire slippage.

[0119] In this application's implementation, in intelligent driving mode, a control link centered on the advanced driver assistance system (ADAS) is prioritized, enabling more precise speed limits and route planning, and reducing human error. In manual driving mode, a control link centered on the powertrain or braking system is selected based on specific operating conditions, enhancing the driver's perception and control of the vehicle's status, thereby further improving driving safety performance in complex road conditions. Furthermore, when the vehicle is driving intelligently on a high-speed, slippery road surface, by integrating the suspension system control link, the steering system control link, and the ADAS-centered link—that is, using the ADAS as the perception and decision-making center—and coordinating with the powertrain, braking, steering, suspension, and cockpit systems for full-domain control, advanced risk prediction and early intervention in suspension and steering are achieved. This proactively adjusts the vehicle's status before danger occurs, realizing multi-system cross-domain linkage and collaborative response to complex scenarios. This achieves full-link collaboration of perception, decision-making, and execution under intelligent driving, significantly improving driving safety, handling stability, and comfort. When a vehicle is manually accelerated on a high-speed, slippery road, the control links of the suspension system, steering system, and powertrain system are integrated. The powertrain system acts as the brain of the car, integrating driver intent, vehicle status, and environmental information to make global decisions on systems such as power, braking, steering, and cabin. For example, the powertrain is combined with steering and suspension to upgrade the vehicle from "passive response" to "active prediction." This significantly reduces the risk of instability in scenarios such as cornering, lane changing, and bumpy rides. It can proactively adjust before risks occur and optimize the vehicle's overall performance during dynamic driving, achieving the goal of moving from post-event correction to pre-event prevention. This significantly improves handling stability, driving safety, and ride comfort. When a vehicle is manually decelerated on a high-speed, slippery road surface, the system integrates the control links of the suspension system, the steering system, and the braking system. With the braking system as the decision-making center, it coordinates with the steering, suspension, and power systems for comprehensive control. For example, brake-coupled suspension can automatically enhance front suspension damping, suppress violent diving, and maintain tire contact area, significantly improving vehicle stability. Brake-coupled steering provides directional stability support during braking, preventing understeer or oversteer caused by uneven braking force. Brake-coupled power can dynamically adjust the front and rear axle braking force ratio, preventing rear wheel lift-off or fishtailing due to forward weight shift. This achieves immediate stability during braking, significantly improving vehicle stability, safety, and handling confidence on high-speed, slippery roads.

[0120] In some implementations, when the target control link includes an advanced driver assistance system (ADAS) control link, the ADAS control link is centered on the vehicle's ADAS. The ADAS control link includes a first link, a second link, a third link, and a fourth link. The first link includes the ADAS and the vehicle's cockpit system; the second link includes the ADAS and the vehicle's electric drive system; the third link includes the ADAS, braking system, and electric drive system; and the fourth link includes the ADAS, powertrain system, and electric drive system. Step S13 includes steps S131 to S134, wherein: Step S131: According to the first link, the advanced driver assistance system sends the first prompt command to the cockpit system, and the cockpit system responds to the first prompt command and controls the vehicle's prompting device to provide a prompt based on the current detection information.

[0121] Here, the first link refers to the control path comprised of ADAS and the cockpit system. This control path primarily provides feedback to the driver, such as displaying vehicle status or alerts through the instrument panel or head-up display (HUD). This control method enhances the driver's perception of the vehicle's status, thereby improving their safe driving ability and ultimately enhancing driving safety.

[0122] The first alert instruction is a notification signal generated by ADAS based on current detection information. It is typically used to remind the driver of specific situations, such as standing water ahead, severely worn tires, or excessive speed. The first alert instruction can be presented in various forms, including sound, images, and text, to ensure the driver can react promptly. First alert instructions can include various types, such as speed limit reminders, tire wear warnings, and skid risk warnings. The specific form of the first alert instruction can be dynamically adjusted.

[0123] Upon receiving the initial prompt command, the cockpit system will control the prompting devices (such as the instrument panel, HUD, voice prompts, etc.) to provide corresponding prompts based on the command content. This effectively enhances the driver's understanding of the vehicle's operating status, especially in rainy or slippery road conditions, helping to prevent potential safety risks. In some implementations, the cockpit system can proactively display pop-up text, sound warnings, or flashing alerts on the instrument panel or HUD based on factors such as vehicle speed, rainfall, tire wear, and tire grip.

[0124] Step S132: According to the second link, the advanced driver assistance system determines the target speed based on the current detection information, and the electric drive system adjusts the vehicle speed to the target speed.

[0125] Here, the second link is the control path consisting of ADAS and electric drive system.

[0126] The target speed is a desired driving speed calculated by ADAS based on current detection information. This target speed can be determined in any suitable way. In some implementations, a correspondence between each piece of detection information and each speed can be pre-established; based on this correspondence, a target speed adapted to the current detection information can be obtained. In some implementations, the current detection information can be input into a pre-established speed determination model to obtain the target speed. This speed determination model can be any suitable neural network model or mathematical model capable of performing this function. During implementation, ADAS needs to synchronize the target speed to the electric drive system.

[0127] An electric drive system is a power drive system composed of an electric motor, an electronic control unit, and related software. It is responsible for providing the driving force required by the vehicle and recovering braking energy. Electric drive systems can be configured as front-wheel drive, rear-wheel drive, or four-wheel drive, and support various power forms, such as EV (Electric Vehicle, pure electric), REV (Range Extended Electric Vehicle, range-extended hybrid), and HEV (Hybrid Electric Vehicle, hybrid electric vehicle).

[0128] The electric drive system adjusts the vehicle's actual speed according to the target speed to ensure that the vehicle operates within a safe range, thereby avoiding the risk of loss of control due to excessive speed.

[0129] During implementation, the second link is used to determine the target vehicle speed based on current detection information (such as vehicle speed, road surface water volume, etc.), and the electric drive system performs corresponding acceleration or deceleration operations. This enables more precise speed control and improves vehicle driving stability.

[0130] Step S133: According to the third link, the first command is sent to the braking system using the advanced driver assistance system. In response to the first command, the braking system determines the first control strategy and the electric drive system performs control according to the first control strategy.

[0131] Here, the third link is a composite control path consisting of ADAS, the braking system, and the electric drive system. In this third link, ADAS sends the first command to the braking system, which formulates a first control strategy based on the vehicle's drive mode (e.g., two-wheel drive or four-wheel drive) and / or current detection information. The electric drive system then executes the corresponding response operation according to this first control strategy. The control method employed in this third link can achieve more efficient braking force distribution under complex road conditions, thereby helping to prevent skidding and fishtailing.

[0132] The first instruction can be any suitable instruction used to enable the braking system to determine the first control strategy. The first instruction may include any suitable content, such as the vehicle's driving mode, current detection information, etc.

[0133] The first control strategy is a control strategy formulated by the braking system based on the vehicle's drive mode and / or current detection information. This strategy guides the electric drive system on how to adjust the vehicle's driving state. For example, it may involve prematurely disengaging the electric brakes. Another example is supplementing the disengaged electric brakes with hydraulic braking. Yet another example is redistributing the electric braking force between the front and rear axles. In some embodiments, the first control strategy may include a first target braking strategy and / or a first intervention strategy. The first target braking strategy may include, but is not limited to, a first braking strategy, a second braking strategy, etc. The first braking strategy includes prematurely disengaging the electric brakes and supplementing the disengaged electric braking force. The second braking strategy includes transferring at least a portion of the electric braking force from the rear axle of the vehicle to the front axle, or redistributing the electric braking force between the front and rear axles of the vehicle according to a first distribution ratio. The first distribution ratio is the proportion of braking force distributed across each axle. The first distribution ratio can be a fixed ratio or a dynamic distribution ratio (e.g., dynamically determined based on current detection information). In implementation, different detection information may correspond to the same or different distribution ratios. The first intervention strategy is used to provide graded intervention control for the vehicle's first stability function. The primary stability function may include, but is not limited to, ABS, TCS, Active Yaw Control (AYC), and Engine Drag Torque Control (EDC). In implementation, as tire wear or tire grip performance (such as tire adhesion capacity or coefficient of friction) decreases, the level of control intervention can be increased to reduce slippage / hydroplaning and loss of control due to tire performance degradation.

[0134] The determination of the first control strategy can be done in any suitable manner. In some embodiments, a correspondence between various detection information, driving modes, and control strategies can be pre-established. Based on this correspondence, a first control strategy adapted to both the current detection information and the vehicle's driving mode can be obtained. In some embodiments, the current detection information and the vehicle's driving mode can be input into a pre-established first strategy determination model to obtain the first control strategy. This first strategy determination model can be any suitable neural network model capable of performing this function. In some embodiments, a first target braking strategy can be determined based on the vehicle's driving mode, and a first intervention strategy can be determined based on the current detection information.

[0135] Step S134: According to the fourth link, the advanced driver assistance system sends the second command to the braking system. In response to the second command, the power system determines the second control strategy based on the current operating conditions of the vehicle and the driving mode of the vehicle, and the electric drive system performs control according to the second control strategy.

[0136] Here, the fourth link is a control path consisting of ADAS, the powertrain, and the electric drive system. The fourth link allows ADAS to send a second command to the braking system, and then the powertrain generates a second control strategy based on the current operating conditions (such as whether it is accelerating, decelerating, or braking) and the drive mode (such as two-wheel drive or four-wheel drive). The electric drive system then executes the second control strategy, which allows for dynamic adjustment of the vehicle's power output according to real-time conditions, thereby better adapting to slippery roads or other special environments.

[0137] The second instruction can be any suitable instruction used to enable the power system to determine the second control strategy. The second instruction can include any suitable content, such as the vehicle's driving mode, current detection information, current operating conditions, etc.

[0138] Operating conditions may include, but are not limited to, acceleration, deceleration, and braking conditions.

[0139] The drive system refers to the arrangement of the vehicle's power system, which can include, but is not limited to, integrated drive (such as the front and rear axles sharing a single electric drive system), distributed drive (such as four-wheel independent electric drive), and two-wheel drive (such as front-wheel drive and rear-wheel drive).

[0140] The second control strategy is a control strategy formulated by the braking system based on the current operating conditions and driving mode. This strategy guides the electric drive system on how to adjust the vehicle's driving state. For example, it may limit the regenerative braking capability. Or, for example, it may limit acceleration capability. In some embodiments, the second control strategy includes a first limiting strategy, a second limiting strategy, a third braking strategy, a fourth braking strategy, etc. The first limiting strategy includes limiting the vehicle's regenerative braking capability. The second limiting strategy includes limiting the vehicle's acceleration capability. The third braking strategy represents the transfer or distribution of electric braking. The fourth braking strategy represents the transfer or distribution of acceleration capability.

[0141] The determination of the second control strategy can be done in any suitable manner. In some embodiments, a correspondence between each driving mode, each operating condition, and each control strategy can be pre-established. Based on this correspondence, a second control strategy adapted to both the driving mode and the operating condition can be obtained. In some embodiments, the driving mode and operating condition can be input into a pre-established second strategy determination model to obtain the second control strategy. This second strategy determination model can be any suitable neural network model capable of achieving this function. In some embodiments, when the current operating condition is braking, a first limiting strategy or a third braking strategy can be used as the second control strategy based on the driving mode; when the current operating condition is acceleration, a second limiting strategy or a fourth braking strategy can be used as the second control strategy based on the driving mode. In some embodiments, when the vehicle's driving mode is two-wheel drive, a first limiting strategy or a second limiting strategy is used as the second control strategy based on the current operating condition; when the vehicle's driving mode is four-wheel drive, a third braking strategy or a fourth braking strategy is used as the second control strategy based on the current operating condition.

[0142] In practice, the various links in the advanced driver assistance system control chain do not exist in isolation, but can be combined and used according to different driving scenarios. For example, when driving on a slippery road, the first link may be activated simultaneously to issue a warning to the driver, while the fourth link may be activated to adjust the power output according to real-time road conditions to ensure the vehicle's driving safety and handling.

[0143] In this embodiment, on the one hand, multiple control links are set up under intelligent driving to achieve flexible control of the vehicle under different driving conditions. On the other hand, through the combination of multiple links, efficient linkage between the advanced driver assistance system and the cockpit, electric drive, braking, and power systems is achieved. This not only enhances the vehicle's active intervention capability when driving at high speeds on slippery roads, greatly reducing the risk of skidding and loss of control, but also comprehensively reduces the possibility of hydroplaning caused by excessive vehicle speed, single-axle slippage, and rapid recovery after skidding. This is something that a single link or a portion of the links cannot achieve. Furthermore, it improves the human-machine interaction experience, enabling the driver to more intuitively understand the current vehicle status and take corresponding measures, thereby effectively preventing accidents.

[0144] In some implementations, the first control strategy includes a first target braking strategy and a first intervention strategy; the "determining the first control strategy using the braking system" in step S133 includes steps S1331 and S1332, wherein: Step S1331: Determine the first target braking strategy based on the vehicle's driving mode using the braking system; Step S1332: Determine a first intervention strategy based on the current detection information using the braking system. The first intervention strategy is used to perform graded intervention control on the first stability function. The first stability function includes at least one of the following: anti-lock braking system, traction control system, active yaw control system, and power towing torque control.

[0145] Here, depending on the drive mode, the braking system can adopt differentiated braking distribution strategies to optimize vehicle stability. For example, in a front-wheel-drive vehicle, the IBCU may prioritize distributing braking force to the front axle; while in a rear-wheel-drive vehicle, the IBCU may focus on distributing braking force to the rear axle. As another example, in a four-wheel-drive vehicle, the IBCU may prioritize distributing braking force to both the front and rear axles. Drive modes can include, but are not limited to, four-wheel drive and two-wheel drive. Two-wheel drive includes front-wheel drive or rear-wheel drive.

[0146] The primary braking strategy is a braking control scheme based on the vehicle's driving mode. This allows for a more precise match with the vehicle's structural characteristics, thereby improving braking response efficiency and effectively reducing the risk of skidding or fishtailing caused by improper distribution of braking force.

[0147] The primary braking strategy may include, but is not limited to, a primary braking strategy and a secondary braking strategy. The primary braking strategy includes early disengagement of electric braking and supplementing the disengaged electric braking. The secondary braking strategy represents the allocation or transfer of electric braking.

[0148] The determination of the first target braking strategy can be done in any suitable way. In some embodiments, a correspondence between each driving mode and each braking strategy can be established in advance, and the first target braking strategy adapted to the driving mode can be obtained based on this correspondence. In some embodiments, the driving mode can be input into a pre-established first braking strategy determination model to obtain the first target braking strategy. The first braking strategy determination model can be any suitable neural network model capable of implementing this function.

[0149] The IBCU uses current detection information as the basis for formulating intervention strategies. In some implementations, current detection information can be transmitted to the IBCU via the vehicle's CAN network. In other implementations, ADAS can transmit current detection information to the IBCU.

[0150] The various sub-functions within the first stability function perform different roles. ABS prevents wheel lock-up during braking and maintains the vehicle's steering ability. TCS limits the driving force during acceleration to prevent wheel slippage. AYC corrects yaw tendencies by adjusting the torque distribution to each wheel. EDC enhances vehicle stability through drag torque distribution.

[0151] The first intervention strategy refers to intervening in the primary stability function to varying degrees, thereby enhancing the vehicle's stability when driving on slippery surfaces. For example, when severe tire wear and deep water are detected, the IBCU may increase the intervention intensity of the ABS to prevent wheel lock-up; or the IBCU may increase the range of the TCS and limit the output of driving force to avoid slippage.

[0152] The determination of the first intervention strategy can be done in any suitable way. In some embodiments, a correspondence between each detection information and each intervention strategy can be established in advance, and a first intervention strategy adapted to the current detection information can be obtained based on this correspondence. In some embodiments, the current detection information can be input into a pre-established first intervention strategy determination model to obtain the first intervention strategy. The first intervention strategy determination model can be any suitable neural network model capable of performing this function.

[0153] During implementation, by intervening in each stability function according to the current detection information in a tiered manner, more refined vehicle control can be achieved, thereby effectively responding to emergencies under complex road conditions and improving driving safety.

[0154] In this embodiment, on the one hand, the braking system can formulate different braking strategies according to the vehicle's driving mode to accurately match the vehicle's structural characteristics, thereby improving subsequent braking response efficiency and reducing the risk of skidding or fishtailing caused by unreasonable braking force distribution. On the other hand, the braking system generates corresponding intervention strategies based on current detection information to achieve graded control of chassis stability functions, thereby optimizing vehicle handling performance under different tire adhesion conditions and effectively improving the stability and safety of the vehicle on slippery roads.

[0155] In some embodiments, step S1331 includes steps S13311 and S13312, wherein: Step S13311: When the vehicle is driven by two-wheel drive, the braking system is used to take the first braking strategy as the first target braking strategy; wherein, the first braking strategy includes early disengagement of electric braking and supplementation of the disengaged electric braking force. Step S13312: When the vehicle is driven in a four-wheel drive mode, the braking system is used to apply a second braking strategy as the first target braking strategy; wherein the second braking strategy includes transferring at least a portion of the electric braking of the rear axle of the vehicle to the front axle of the vehicle, or redistributing the electric braking of the front and rear axles of the vehicle according to a first distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the tire health status of the vehicle.

[0156] Here, two-wheel drive can include front-wheel drive or rear-wheel drive. Front-wheel drive (FWD) is characterized by power being transmitted only to the front wheels, which are responsible for both driving and steering. Rear-wheel drive (RWD) is characterized by power being transmitted only to the rear wheels, with the front wheels primarily used for steering. On wet or slippery surfaces or when tires are severely worn, the rear wheels are prone to slipping or fishtailing due to insufficient traction.

[0157] To prevent rear wheel slippage or fishtailing due to insufficient traction, a primary braking strategy is introduced. This strategy comprises two key operations: first, early disengagement of the electric braking force; and second, replenishment of the disengaged electric braking force. Early disengagement refers to actively reducing or even completely stopping the electric braking output on the rear wheels when specific risk conditions are detected (such as high speed, rain, or tire wear), to avoid excessive electric braking causing the rear wheels to lose traction. Replenishing the disengaged electric braking force involves supplementing it with hydraulic braking or other mechanical braking methods, thereby maintaining overall braking effectiveness and ensuring that the vehicle maintains good braking performance while improving stability.

[0158] In two-wheel drive mode, the IBCU employs a method of early disengagement and supplementary application of electric braking, effectively preventing rear wheel slippage caused by electric braking. This also ensures that the vehicle's deceleration remains constant and improves driving stability and safety on slippery surfaces.

[0159] Four-wheel drive (4WD or All-Wheel Drive, AWD) is a drive system that distributes power to all four wheels, commonly found in SUVs or high-performance vehicles. On slippery surfaces, four-wheel drive offers superior traction and stability. However, due to uneven load distribution across axles, electric braking on a single axle can cause vehicle instability. Therefore, a secondary braking strategy is introduced to optimize the distribution of electric braking.

[0160] The core of the second braking strategy lies in dynamically adjusting the distribution of electric braking force between the front and rear axles or wheels. Specifically, this can be achieved in three ways: one is to transfer at least part of the electric braking force from the rear axle to the front axle; another is to redistribute the electric braking force between the front and rear axles according to the first distribution ratio; and the third is to redistribute the electric braking force of at least one tire based on the tire health condition.

[0161] During implementation, some of the electric braking force from the rear axle can be transferred to the front axle, or all of the electric braking force from the rear axle can be transferred to the front axle. By transferring the electric braking force from the rear axle to the front axle, it helps to achieve a balance of braking torque between the front and rear axles, thereby avoiding vehicle skidding or fishtailing caused by excessive braking force on one axle.

[0162] The allocation ratio (including the first allocation ratio and other allocation ratios mentioned below) can be a fixed allocation ratio or a variable allocation ratio.

[0163] In some implementations, the allocation ratio may be determined based on tire health status. Tire health status characterizes tire drainage capacity, tire adhesion, and / or tire wear condition. Tire health status includes the health status of each tire of the vehicle, determined based on current detection information. The allocation ratio can be determined in any suitable manner.

[0164] In some implementations, the allocation ratio can be determined based on the tire health condition of the wheels controlled by each axle. For example, if the tire health condition of the wheels controlled by the front axle is better than that of the wheels controlled by the rear axle, then the allocation ratio for the front axle is greater than that for the rear axle. This means more electric braking is distributed to the front axle to reduce the load on the tires controlled by the rear axle, thereby extending tire life and reducing cascading tire damage. Conversely, if the tire health condition of the wheels controlled by the rear axle is better than that of the wheels controlled by the front axle, then the allocation ratio for the front axle is less than that for the rear axle. This means more electric braking is distributed to the rear axle to reduce the load on the tires controlled by the front axle, thereby extending tire life and reducing cascading tire damage. In practice, the axle allocation ratio is positively correlated with the tire health condition of the wheels controlled by that axle; that is, the better the tire health condition, the higher the allocation ratio, and vice versa.

[0165] In some implementations, a correspondence between the health status of each tire and each allocation ratio can be established in advance. Based on this correspondence, an allocation ratio that is adapted to the health status of the tire can be obtained.

[0166] During implementation, the braking force is redistributed using the first distribution ratio, which can select the most suitable braking force distribution scheme. This can effectively cope with complex driving conditions on slippery roads, enhance the overall stability of the vehicle, prevent the risk of loss of control caused by single-axle braking force imbalance, and ensure that braking performance is not affected.

[0167] Since the health conditions of individual tires may vary, the electric braking of target tires can be adjusted based on their individual health conditions. There can be at least one target tire. In practice, the electric braking allocated to a tire is positively correlated with its health condition; that is, the better the tire's health, the more electric braking is allocated, and vice versa. This distributes more electric braking to tires in good health, reducing the load on tires in poor health, extending tire life, and improving the accuracy and safety of stability control.

[0168] In practice, there are significant differences in braking strategies between rear-wheel drive and four-wheel drive, primarily in the focus on brake force distribution. For rear-wheel drive vehicles, the emphasis is on preventing the rear wheels from becoming unstable due to excessive electric braking; therefore, the priority is to disengage the electric brakes early and supplement braking force through other means. For four-wheel drive vehicles, due to a more balanced power distribution, the focus is on dynamically adjusting the electric braking force of the front and rear axles or wheels based on real-time road conditions to maintain overall vehicle stability and handling. Therefore, developing targeted braking strategies for different drive types can better adapt to complex and changing driving environments.

[0169] In this application embodiment, differentiated braking strategies are designed for different drive modes. In two-wheel drive vehicles, a strategy of early disengaging the electric brake and replenishing fluid is adopted, which can effectively prevent single-axle lock-up caused by excessive electric braking. For four-wheel drive vehicles, the electric brakes of the front and rear axles or all four wheels are reasonably distributed based on the current detection information to ensure the balance of braking force between axles or wheels, avoid sideslip problems caused by uneven distribution of braking force, and thus comprehensively improve the stability of the vehicle when driving on wet and slippery roads.

[0170] In some implementations, the step S134, "determining a second control strategy based on the vehicle's current operating conditions and driving mode using the powertrain," includes steps S1341 to S1344, wherein: Step S1341: When the current operating condition is braking and the vehicle's drive mode is two-wheel drive, the power system is used to apply the first limiting strategy as the second control strategy; wherein, the first limiting strategy includes limiting the vehicle's electric braking recovery capability. Step S1342: When the current operating condition is braking and the vehicle's drive mode is four-wheel drive, the third braking strategy is used as the second control strategy by utilizing the power system; wherein, the third braking strategy includes transferring at least a portion of the electric braking of the rear axle of the vehicle to the front axle of the vehicle, or redistributing the electric braking of the front and rear axles of the vehicle according to the second distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the tire health status of the vehicle. Step S1343: When the current operating condition is an acceleration condition and the vehicle's drive mode is two-wheel drive, the power system is used to implement the second limiting strategy as the second control strategy; wherein, the second limiting strategy includes limiting the vehicle's acceleration capability. Step S1344: When the current operating condition is an acceleration condition and the vehicle's drive mode is four-wheel drive, the power system is used to implement a fourth braking strategy as the second control strategy; wherein, the fourth braking strategy includes transferring at least a portion of the acceleration capacity of the vehicle's rear axle to the vehicle's front axle, or redistributing the acceleration capacity of the vehicle's front and rear axles according to a third distribution ratio, or redistributing the acceleration capacity of at least one tire of the vehicle based on the vehicle's tire health status.

[0171] Here, regenerative braking capability refers to the function in new energy vehicles where, during deceleration via the drive motor, some kinetic energy is converted into electrical energy and recharged back into the battery system. The purpose of regenerative braking is to improve energy efficiency, reduce brake pad wear, and increase the vehicle's driving range. However, on slippery surfaces or when tires are severely worn, excessive regenerative braking can cause the wheel's reverse drag force to exceed the adhesion between the tires and the ground, potentially leading to skidding or even loss of control. Therefore, under braking conditions and in a two-wheel-drive vehicle, the VCU (Vehicle Control Unit) actively limits the regenerative braking capability to prevent a decrease in vehicle stability due to excessive regenerative braking.

[0172] Braking conditions refer to the state in which a vehicle is undergoing braking operations, including scenarios such as the driver pressing the brake pedal, AEB (Autonomous Emergency Braking), and ABS (Anti-Band Departure Emergency Braking). Under braking conditions, the vehicle's primary requirement is rapid deceleration and maintaining driving stability. Therefore, the control of the vehicle's powertrain should prioritize safety, ensuring that deceleration is not lost, while avoiding uneven distribution of braking force on a single axle due to improper coordination between electric and hydraulic braking.

[0173] The core of the third braking strategy lies in dynamically adjusting the electric braking force distribution between the front and rear axles. Specifically, this can be achieved in two ways: one is to transfer at least part of the electric braking force from the rear axle to the front axle, and the other is to redistribute the electric braking force between the front and rear axles according to a preset second distribution ratio.

[0174] During implementation, some of the electric braking force from the rear axle can be transferred to the front axle, or all of the electric braking force from the rear axle can be transferred to the front axle. By transferring the electric braking force from the rear axle to the front axle, it helps to achieve a balance of braking torque between the front and rear axles, thereby avoiding vehicle skidding or fishtailing caused by excessive braking force on one axle.

[0175] The second allocation ratio can be a fixed allocation ratio or a variable allocation ratio. In some embodiments, the second allocation ratio can be determined based on the tire health condition. The determination of the second allocation ratio can be done in any suitable manner. In some embodiments, the second allocation ratio can be determined based on the tire health condition controlled by each axle. In some embodiments, a correspondence between each tire health condition and each allocation ratio can be established in advance, and a second allocation ratio adapted to the tire health condition can be obtained based on this correspondence.

[0176] Since the health conditions of individual tires may vary, the electric braking of target tires can be adjusted based on their individual health conditions. There can be at least one target tire. In practice, the electric braking allocated to a tire is positively correlated with its health condition; that is, the better the tire's health, the more electric braking is allocated, and vice versa. This distributes more electric braking to tires in good health, reducing the load on tires in poor health, extending tire life, and improving the accuracy and safety of stability control.

[0177] In practice, when a two-wheel-drive vehicle detects that the current operating condition is braking and the tires are severely worn or the road surface is highly slippery, the VCU will actively reduce the electric brake recovery capability. For example, during high-speed driving in rainy weather, if the rear wheels of a rear-wheel-drive vehicle lack sufficient traction, the VCU may prematurely disable the electric brake recovery function of the rear wheels and supplement the total braking torque through the hydraulic braking system to ensure that the overall deceleration of the vehicle is not lost and to prevent yaw and loss of control due to rear wheel slippage. When a four-wheel-drive vehicle detects that the current operating condition is braking and the tires are severely worn or the road surface is highly slippery, the IBCU will transfer or redistribute the electric braking to the front axle to prevent a single axle from experiencing reverse thrust, which could lead to tire lock-up, skidding, and loss of control.

[0178] Acceleration mode refers to the state in which a vehicle is accelerating, including scenarios such as the driver pressing the accelerator pedal and the NCA (Non-Controlled Acceleration Assist) initiating an acceleration request. When the current mode is acceleration mode, the vehicle's main goal is to quickly increase speed or maintain power response, while also considering the current road conditions and tire condition to prevent the tires from losing traction due to excessive driving force.

[0179] Acceleration capability refers to the maximum driving force output a vehicle can provide during acceleration, and is usually determined by the drive system (such as front-wheel drive, rear-wheel drive, or four-wheel drive). A vehicle with strong acceleration capability can obtain higher acceleration in a short time, but on slippery roads, if the acceleration capability is too high, it can easily cause the tires to slip, which can lead to loss of steering control or hydroplaning.

[0180] In practice, some acceleration power from the rear axle can be transferred to the front axle, or all acceleration power from the rear axle can be transferred to the front axle. By transferring acceleration power from the rear axle to the front axle, it helps to achieve a balance of driving force between the front and rear axles, thereby avoiding vehicle slippage or fishtailing caused by excessive driving force on one axle.

[0181] The third allocation ratio can be a fixed allocation ratio or a variable allocation ratio. In some embodiments, the third allocation ratio can be determined based on the tire health condition. The method for determining the third allocation ratio can be any suitable method. In some embodiments, the third allocation ratio can be determined according to the tire health condition controlled by each axle. In some embodiments, a correspondence between each tire health condition and each allocation ratio can be established in advance, and a third allocation ratio adapted to the tire health condition can be obtained based on this correspondence.

[0182] Since the health conditions of individual tires may vary, the acceleration capacity of a target tire can be adjusted based on the health condition of each tire. There can be at least one target tire. In practice, the acceleration capacity allocated to a tire is positively correlated with its health condition; that is, the better the tire's health, the more acceleration capacity it receives, and vice versa. This distributes more acceleration capacity to tires in good health, reducing the load on tires in poor health, extending tire life, and improving the accuracy and safety of stability control.

[0183] In practice, when a two-wheel-drive vehicle is accelerating, the VCU (Vehicle Control Unit) limits its acceleration capability. For example, when accelerating in the rain, if insufficient front wheel traction is detected, the VCU may limit the output of the front-wheel-drive motor and distribute more drive force to the rear wheels to improve vehicle traction and stability. This strategy effectively prevents loss of steering control due to tire slippage, especially at high speeds or during rapid acceleration. Furthermore, for four-wheel-drive vehicles, the VCU can also transfer drive force from the front axle to the rear axle, or from the rear axle to the front axle, or redistribute drive force to each wheel to achieve a more reasonable drive force distribution, improving the vehicle's overall handling and stability.

[0184] When the vehicle recognizes that the current operating condition is an acceleration condition and the tire adhesion performance is low, the VCU will actively reduce the acceleration capability.

[0185] In practical implementation, the control logic can determine the operating condition based on the clear mutual exclusion between braking and acceleration conditions, meaning that the vehicle typically does not accelerate and brake simultaneously. Therefore, the current operating condition can be accurately identified based on real-time input signals (such as throttle opening, brake pedal travel, wheel speed difference, etc.), and the corresponding limiting strategy can be selected based on the identification result. For example, when the driver releases the accelerator and depresses the brake pedal, the system immediately switches to the electric brake regeneration limiting mode under braking conditions; and when the driver depresses the accelerator again, it enters the acceleration limiting mode under acceleration conditions, ensuring safety and comfort at different driving stages.

[0186] In the embodiments of this application, by restricting or reasonably allocating the electric braking recovery capability and acceleration capability based on current detection information, it is possible to prevent the vehicle from losing traction due to excessive driving force or braking force under specific working conditions, thereby effectively avoiding the risk of loss of control when the vehicle is driving at high speed on a slippery road surface, and improving driving safety and passenger comfort.

[0187] In some embodiments, the control method further includes step S14, wherein: Step S14: Determine a third control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal using the electric drive system, and perform control according to the third control strategy; wherein, the third control strategy includes actively unloading the drive torque or electric braking torque.

[0188] Here, the current state of the tire refers to the actual interaction between the tire and the ground during vehicle operation, including parameters such as tire wear, tire grip performance, wheel speed, and slip ratio. This status information is collected through the fusion of multiple sensors, including WSS, tire monitoring system, rain sensor, and ADAS recognition system, and transmitted to various systems via the vehicle's CAN network to determine whether the vehicle is on a wet or slippery road surface, or whether the tires are slipping, among other high-risk scenarios. For example, when the tread depth is less than 4mm, the tire's water drainage capacity decreases sharply, which can easily lead to hydroplaning.

[0189] EDM (Electronic Drive Resolver) signals are rotational position change signals within the drive motor, used to reflect the real-time position and motion trend of the motor rotor. The drive system's resolver or absolute encoder generates EDM signals, which are used for precise control of the motor's output torque, detection of motor operating status, and coordination with other systems (such as IBCU and VCU) to achieve more accurate torque distribution and dynamic response. EDM signals are particularly important in high-speed slippage scenarios because they can help determine whether the motor is experiencing abnormal load due to reverse drag, thereby triggering corresponding protection or regulation mechanisms.

[0190] The third control strategy is a control logic based on multi-source data fusion, designed to improve vehicle stability on slippery surfaces. The core of this strategy is active unloading, which immediately reduces the drive torque or electric braking torque of the electric drive assembly when tire slippage is detected, preventing further exacerbation of tire instability. Active unloading not only reduces the counter-stress force on the tires but also lightens the load on the suspension and chassis systems, thereby improving overall handling stability and ride comfort.

[0191] Active torque unloading is a technique where, under specific operating conditions (such as acceleration), the IPU actively reduces the drive torque output by the drive motor to prevent tire slippage. It is suitable for rear-wheel drive or four-wheel drive vehicles, especially when tire grip is insufficient. By reducing drive torque, it can effectively prevent tire spin or lateral slippage, while also helping to maintain vehicle balance. Drive torque refers to the rotational torque output by the motor. For new energy electric vehicles, drive torque mainly refers to electric drive torque (i.e., the drive torque generated when the electric motor is used as the power source).

[0192] Actively unloading electric braking torque refers to the process where, during braking, the IPU (Integrated Power Unit) actively reduces the regenerative braking torque provided by the electric drive system to prevent wheel lock-up or slippage. Electric braking typically achieves energy recovery through reverse power generation from the electric motor; however, on slippery surfaces, excessive electric braking force can cause tires to lose traction. Therefore, actively unloading electric braking torque during braking can ensure effective deceleration while avoiding the dangers of wheel lock-up.

[0193] The third control strategy can be determined in any suitable way. In some embodiments, a correspondence between each state, each electric drive resolver signal, and each control strategy can be pre-established. Based on this correspondence, a third control strategy that adapts to both the current state and the current electric drive resolver signal can be obtained. In some embodiments, the current state and the current electric drive resolver signal can be output to a pre-established first model to obtain the third control strategy. The first model can be any suitable neural network model capable of implementing this function.

[0194] In this embodiment, by monitoring the tire status and electric drive resolver signal in real time, the electric drive system can actively unload the drive or electric braking torque of the electric drive assembly to prevent tire slippage due to excessive output and effectively prevent vehicle loss of control.

[0195] In some implementations, when the target control link includes a powertrain control link, the powertrain control link is centered on the vehicle's powertrain system. The powertrain control link includes a fifth link and a sixth link; the fifth link includes the powertrain system and the cockpit system, and the sixth link includes the powertrain system and the vehicle's electric drive system. Step S13 includes steps S151 and S152, wherein: Step S151: According to the fifth link, the second prompt command is sent to the cockpit system using the power system. The cockpit system responds to the second prompt command and controls the vehicle's prompting device to provide a prompt based on the current detection information.

[0196] Here, the powertrain control link refers to a set of communication and control paths constructed under specific driving scenarios. It can include the fifth link, the sixth link, etc., to achieve multi-system collaborative control between the VCU, cockpit system, and IPU.

[0197] The fifth link refers to the communication and control path established between the VCU and the cockpit system. The VCU transmits status feedback and control signals to the cockpit system through this fifth link.

[0198] Secondary alert commands are control signals generated by the VCU (Vehicle Control Unit) to instruct the cabin systems to take certain prompting actions. Alert devices are vehicles equipped with visual, auditory, or other sensory cues to the driver, such as instrument panels, head-up displays (HUDs), and voice prompts. Secondary alert commands can include various types, such as speed limit reminders, tire wear warnings, and skid risk warnings; the specific form of secondary alert commands can be dynamically adjusted.

[0199] In this way, critical information can be delivered promptly when the driver's attention is limited, avoiding dangers caused by delayed reactions. For example, when driving at high speed on wet and slippery roads in rainy weather, the cockpit system can display the current tire grip level through the head-up display (HUD) and remind the driver to slow down with a warning sound.

[0200] Step S152: According to the sixth link, the fourth control strategy is determined using the power system, and the electric drive system is used to control the vehicle according to the fourth control strategy; wherein, the fourth control strategy includes limiting the vehicle's acceleration capability, redistributing the driving force of the front and rear axles of the vehicle according to the fourth distribution ratio, and / or redistributing the driving force of at least one wheel of the vehicle based on the tire health status of the vehicle.

[0201] Here, the sixth link refers to the communication and control path established between the VCU and the IPU, through which acceleration limit commands, drive force control commands, etc. are transmitted to the IPU.

[0202] The fourth control strategy refers to the control scheme formulated by the VCU to optimize vehicle stability. In some implementations, the fourth control strategy can be determined based on the drive mode. For example, for a two-wheel drive vehicle, its acceleration capability can be limited; for a four-wheel drive vehicle, drive force can be redistributed. In some implementations, the fourth control strategy can be dynamically formulated based on current detection information (such as rainfall, tire wear, vehicle speed, etc.). For example, different detection information corresponds to different fourth control strategies.

[0203] The fourth distribution ratio refers to the proportional relationship of the redistribution of driving force between the front and rear axles or among the wheels. It can be used to balance the driving characteristics of a vehicle and prevent overloading of one axle from causing slippage. For example, in a rear-wheel drive vehicle, when a decrease in rear wheel traction is detected, some driving force can be transferred to the front axle to maintain the vehicle's lateral stability.

[0204] The fourth allocation ratio can be a fixed allocation ratio or a variable allocation ratio. In some embodiments, the fourth allocation ratio can be determined based on the tire health condition. The determination of the fourth allocation ratio can be done in any suitable manner. In some embodiments, the fourth allocation ratio can be determined based on the tire health condition controlled by each axle. In some embodiments, a correspondence between each tire health condition and each allocation ratio can be established in advance, and a fourth allocation ratio adapted to the tire health condition can be obtained based on this correspondence.

[0205] Since the health conditions of individual tires may vary, the acceleration capability of a target tire can be adjusted based on the health condition of each tire. There can be at least one target tire. In practice, the driving force allocated to a tire is positively correlated with its health condition; that is, the better the tire's health, the more driving force is allocated, and vice versa. This distributes more driving force to the tires in good health, reduces the load on the tires in poor health, extends tire life, and improves the accuracy and safety of stability control.

[0206] During implementation, the fourth distribution ratio is used to redistribute the driving force, selecting the most suitable driving force distribution scheme. This effectively addresses complex driving conditions on slippery roads, preventing skidding or hydroplaning due to insufficient tire grip. Furthermore, the IPU executes the driving force redistribution, effectively mitigating vehicle instability risks under complex road conditions. For example, during high-speed cornering, if insufficient tire grip is detected, acceleration is automatically reduced and driving force distribution is adjusted to prevent vehicle sideslip and loss of control.

[0207] Understandably, by setting up a powertrain control link and differentiating its internal structure, flexible configuration of the interaction methods between different functional modules can be achieved, thereby improving response efficiency and stability. For example, in high-speed driving scenarios on slippery roads, the VCU can send prompt commands to the cockpit system through the fifth link and adjust the drive force distribution between the front and rear axles through the sixth link, thereby improving vehicle handling and safety.

[0208] In this embodiment, under human-driven acceleration, on the one hand, through the cooperation between the powertrain and the cockpit system, relevant information can be quickly transmitted to the driver in emergency situations, improving their reaction efficiency; on the other hand, through the coordination between the powertrain and the electric drive system, the vehicle's acceleration capability can be limited, and the driving force can be dynamically and rationally adjusted based on tire health to better adapt to complex road conditions, reducing the risk of slippage and loss of control, and improving the controllability and safety of vehicle driving. Furthermore, under human-driven acceleration, this combination of two links achieves efficient linkage between the powertrain, the cockpit, and the electric drive, comprehensively reducing the possibility of hydroplaning, slippage due to excessive vehicle speed, and the inability of slipping wheels to quickly recover—achievements that cannot be accomplished by a single link.

[0209] In some embodiments, the control method further includes steps S161 and / or S162, wherein: Step S161: Determine a second intervention strategy based on the current detection information using the braking system, and perform intervention control according to the second intervention strategy; wherein, the second intervention strategy is used to perform graded intervention control on the second stability function, and the second stability function includes at least one of the following: active traction control system, active yaw control system.

[0210] Here, the braking system refers to the integrated hardware and software system used to execute braking requests and achieve vehicle deceleration or stopping. The braking system can be a hydraulic braking system, a purely drive-by-wire electromechanical braking system, or an electro-hydraulic hybrid braking system. The main function of the braking system is to perform chassis stability functions such as braking torque distribution, fluid replenishment, and ABS, based on instructions from the IBCU or other controllers.

[0211] The IBCU uses current detection information (such as wheel speed, slip ratio, rain sensor signal, tire wear status, etc.) to determine the vehicle's driving status on wet and slippery surfaces, and formulates a second intervention strategy based on the detection information.

[0212] An Active Traction Control System (ATCS) is a control system that prevents drive wheels from slipping by adjusting the driving force of each wheel. When a tire slips, the ATCS reduces the driving force output to the slipping tire and transfers the driving force to other wheels with better traction, thereby maintaining the stability of the vehicle.

[0213] AYC (Action-Assisted Control) is a control system that actively intervenes in a vehicle's steering characteristics by adjusting the distribution of driving force between the front and rear axles or between the left and right wheels. When a yaw tendency is detected, AYC increases the driving force on the inner rear wheel or decreases the driving force on the outer rear wheel to restore the vehicle to the desired driving trajectory and prevent loss of control.

[0214] The second intervention strategy is a dynamically adjusted control strategy used to address instability issues such as skidding and fishtailing that may occur when a vehicle is driving on slippery surfaces. Based on real-time detection information, the second intervention strategy determines whether and how to activate specific stability functions. For example, in high-risk scenarios, the second intervention strategy might activate the active traction control system to prevent drive wheel slippage, or activate the active yaw control system to correct the vehicle's direction.

[0215] The second intervention strategy refers to intervening in the second stability function to varying degrees. For example, when severe tire wear and deep water accumulation on the road surface are detected, the IBCU may increase the effective range of the ATCS. ​​The second intervention strategy can be determined in any suitable way. In some implementations, a correspondence between each detection information and each intervention strategy can be pre-established, and a second intervention strategy adapted to the current detection information can be obtained based on this correspondence. In some implementations, the current detection information can be input into a pre-established second intervention strategy determination model to obtain the second intervention strategy. This second intervention strategy determination model can be any suitable neural network model capable of implementing this function. In implementation, by intervening in each stability function in a tiered manner according to the current detection information, more refined vehicle control can be achieved, thereby effectively responding to sudden situations under complex road conditions and improving driving safety.

[0216] In implementation, the IBCU transmits the second intervention strategy to the IPU, which then adjusts the drive force output according to the strategy to intervene in vehicle stability. This tiered intervention approach, achieved through the coordinated work of the IBCU and IPU, can quickly respond to potential instability risks without relying on driver intervention, thereby improving the overall active safety level of the vehicle.

[0217] Step S162: Determine the fifth control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal using the electric drive system, and perform control according to the fifth control strategy; wherein, the fifth control strategy includes unloading the drive torque.

[0218] Here, the core function of the electric drive system is to dynamically adjust the drive force output under the coordination of controllers such as VCU and IBCU.

[0219] The current tire status refers to the real-time operating condition of a vehicle's four tires, including wheel speed, slip ratio, road grip, and whether they are slipping. This current tire status can be collected and monitored in real time by systems such as WSS (Wheel Stability Monitoring System), tire monitoring systems, and ADAS (Advanced Driver Assistance Systems), allowing for more accurate assessment of whether the vehicle faces the risk of high-speed skidding.

[0220] EDM signals are crucial for precise control of motor output, especially when dynamic adjustments to drive torque are involved, where EDM signals provide essential reference information.

[0221] The fifth control strategy is a dynamic control scheme based on real-time data, designed to reduce the risk of loss of control due to tire slippage by adjusting the output behavior of the electric drive system. One of the core measures of the fifth control strategy is to unload the drive torque, that is, when a wheel is detected to be slipping, the driving force applied to that wheel is immediately reduced or even completely stopped to prevent the tire from losing traction due to excessive driving force, which could lead to vehicle instability.

[0222] The fifth control strategy can be determined in any suitable way. In some embodiments, a correspondence between each state, each electric drive resolver signal, and each control strategy can be pre-established. Based on this correspondence, a fifth control strategy that adapts to both the current state and the current electric drive resolver signal can be obtained. In some embodiments, the current state and the current electric drive resolver signal can be output to a pre-established second model to obtain the fifth control strategy. The second model can be any suitable neural network model capable of implementing this function.

[0223] For example, the IPU determines and calculates whether the fifth control strategy needs to be activated based on the changing trends of tire condition and resolver signals. When a risk of slippage is detected, the IPU will automatically reduce the output torque of the relevant motors, and if necessary, the IPU can combine with the IBCU to distribute braking force to the vehicle, thereby achieving more effective stability control.

[0224] In practice, by introducing a second intervention strategy into the braking system and adopting a fifth control strategy in the electric drive system, potential slippage risks can be detected and intervened in a timely manner, improving the vehicle's driving safety in adverse weather conditions. This, in turn, enhances the vehicle user's trust in the vehicle and the overall user experience.

[0225] In this embodiment, on the one hand, the braking system intervenes in the vehicle's active traction control and active yaw control functions in stages, thereby optimizing the vehicle's dynamic response characteristics under different tire adhesion conditions and further improving the vehicle's stability and safety when driving on slippery roads. On the other hand, the electric drive system automatically reduces the output torque of the relevant motors based on the changing trends of tire condition and resolver signals, thereby achieving more effective stability control.

[0226] In some implementations, when the target control link includes a braking system control link, the braking system control link is centered on the vehicle's braking system. The braking system control link includes a seventh link or an eighth link, where the seventh link includes the braking system and the vehicle's electric drive system, and the eighth link includes the braking system, the power system, and the electric drive system. Step S13 includes either step S171 or step S172, wherein: Step S171: According to the seventh link, the sixth control strategy is determined based on the vehicle's driving mode using the braking system, and the electric drive system is used to control the vehicle according to the sixth control strategy.

[0227] Here, when the target control link is the braking system control link, it can selectively include either the seventh or eighth link. For example, the seventh link is selected in torque direct connection, and the eighth link is selected in non-torque direct connection. Torque direct connection can be a transmission method where there is no reduction gear between the power source and the load, and it is a direct connection. The seventh link is a control path composed of the braking system and the electric drive system. The seventh link is used to realize direct electric drive response control based on braking system feedback. The eighth link adds the participation of the power system. That is, the third command is sent to the power system through the braking system. The power system generates a more complex control strategy based on the received command and transmits the control strategy to the electric drive system, which then executes the corresponding control action. This hierarchical link design can flexibly select the optimal control path according to different system complexity, real-time requirements, and vehicle configurations.

[0228] The braking system has the function of responding to driving needs in a timely manner and can ensure the driving safety of the vehicle in complex road conditions.

[0229] The sixth control strategy may include switching the drive / braking modes of the electric drive system, distributing or limiting electric braking torque, and replenishing fluid during coasting recovery. This sixth control strategy guides the electric drive system on how to perform drive or braking operations. It features strong real-time performance and specificity, meeting the needs of scenarios requiring high response speeds, such as rapid reaction during emergency braking or stable deceleration on slippery surfaces.

[0230] A vehicle's drive system refers to how its power is output, such as front-wheel drive, rear-wheel drive, or four-wheel drive. The drive system is crucial for developing a reasonable braking strategy, especially on slippery surfaces, where different drive systems exhibit significant differences in stability during braking. For example, rear-wheel drive vehicles are more prone to rear wheel lock-up during braking, while front-wheel drive vehicles are more likely to experience front wheel loss of traction. Therefore, when determining the sixth control strategy, it is necessary to make personalized adjustments based on the vehicle's drive system to ensure an optimal balance between braking performance and safety.

[0231] The IBCU determines the corresponding sixth control strategy based on the driving method. Different driving methods can correspond to different control strategies. In some implementations, a correspondence between each driving method and each control strategy can be pre-established, and the sixth control strategy corresponding to the driving method can be obtained based on this correspondence. In some implementations, the driving method can be input into a pre-established third model to obtain the sixth control strategy. The third model can be any suitable neural network model capable of implementing this function.

[0232] An electric drive system refers to a power output unit composed of a front electric drive assembly, a rear electric drive assembly, etc., capable of providing driving torque or recovering electric braking torque according to commands. The electric drive system receives control strategies from the IBCU via the IPU and executes corresponding driving or braking operations to achieve more precise vehicle dynamic control. Specifically, after receiving the sixth control strategy, the electric drive system will adjust the operating state of the drive motors according to the strategy content, such as increasing the front axle drive ratio or reducing the rear axle regenerative braking intensity.

[0233] Step S172: According to the eighth link, the third command is sent to the power system using the braking system. In response to the third command, the power system determines the seventh control strategy based on the vehicle's driving mode, and the electric drive system performs control according to the seventh control strategy.

[0234] Here, the third instruction can be any suitable instruction used to enable the powertrain to determine the seventh control strategy. The third instruction can include any suitable content, such as the vehicle's driving mode, current detection information, etc.

[0235] The powertrain system's role is to rationally distribute the driving torque between the front and rear axles to improve overall vehicle power performance and driving stability. During implementation, when the powertrain system receives the third instruction, it further analyzes the driving mode and generates a more comprehensive and complex seventh control strategy. The seventh control strategy is a set of control instructions generated by the powertrain system after comprehensively considering the driving mode; it is used to optimize the vehicle's power distribution and stability performance. Compared to the sixth control strategy, the seventh control strategy is more global and suitable for scenarios with higher requirements for overall vehicle performance. The VCU determines the corresponding seventh control strategy based on the driving mode. Different driving modes can correspond to different control strategies. In some implementations, a correspondence between each driving mode and each control strategy can be pre-established, and the seventh control strategy corresponding to the driving mode can be obtained based on this correspondence. In some implementations, the driving mode can be input into a pre-established fourth model to obtain the seventh control strategy. The fourth model can be any suitable neural network model capable of implementing this function.

[0236] The electric drive system executes specific driving or braking operations according to the seventh control strategy. For example, on a slippery surface, the powertrain may suggest distributing more drive force to the front axle to reduce the risk of rear wheel slippage.

[0237] In implementation, in human-driven braking scenarios, by introducing two control paths, the seventh link and the eighth link, the most suitable control method can be selected according to actual needs, ensuring control flexibility and improving response efficiency and safety.

[0238] In this embodiment, firstly, through coordinated control between the braking system, electric drive system, and power system, the braking effect of the vehicle can be dynamically optimized, thereby maintaining the vehicle's stability and safety on slippery road surfaces. Secondly, in torque direct connection mode, by sending control commands directly from the braking system to the electric drive system, control commands can be transmitted without going through the power system, shortening the control path and improving response efficiency. Finally, in non-torque direct connection mode, by introducing the participation of the power system, the power system can achieve a higher level of intelligent control. The power system can consider braking needs and also take into account factors such as acceleration and suspension, thereby improving the stability and handling of the entire vehicle under complex road conditions.

[0239] In some implementations, the step S171 of "determining a sixth control strategy based on the vehicle's driving mode using the braking system" includes steps S1711 and S1712, wherein: Step S1711: When the vehicle is driven in a two-wheel drive mode, the third limiting strategy is used as the sixth control strategy by utilizing the braking system; wherein, the third limiting strategy includes limiting the electric braking torque of the vehicle.

[0240] Here, when a vehicle uses a two-wheel drive system, its power output mainly relies on the front / rear axle motors or engine, making it particularly sensitive to the distribution of braking torque on each axle. For example, using excessively high electric braking torque on a rear-wheel drive vehicle can easily lead to rear wheel slippage, lock-up, or excessive drag, causing the vehicle to yaw and lose control. To address this, a third limiting strategy is introduced. The core of this strategy is to actively limit the electric braking torque to prevent insufficient tire grip due to excessive motor braking intensity, thereby avoiding any impact on vehicle stability.

[0241] Electric braking torque limiting refers to the dynamic reduction of the maximum permissible electric braking torque under specific operating conditions (such as wet and slippery roads in rain), based on factors such as current vehicle speed, tire wear, and road surface adhesion level. The electric braking torque limit is not a fixed value but is adjusted based on real-time monitoring data to ensure vehicle stability and safety are maintained without compromising driving comfort.

[0242] When implemented, the third limiting strategy can effectively prevent rear wheel instability caused by excessive electric braking, especially when driving on wet and slippery roads, and can significantly improve vehicle handling and driving safety.

[0243] Step S1712: When the vehicle is driven in a four-wheel drive mode, the fifth braking strategy is used as the sixth control strategy by utilizing the braking system; wherein, the fifth braking strategy includes electric braking that redistributes the front and rear axles of the vehicle according to the fifth distribution ratio, or electric braking that redistributes at least one tire of the vehicle based on the tire health status of the vehicle.

[0244] Here, for four-wheel drive vehicles, due to the more complex distribution of power output and braking force, the traditional fixed front and rear axle braking force distribution mode is difficult to adapt to changing road conditions and driving scenarios. Therefore, a fifth braking strategy is introduced.

[0245] The fifth distribution ratio refers to the ideal distribution ratio of electric braking torque between the front and rear axles or between each wheel under specific conditions. The fifth distribution ratio is different from a fixed value. It is continuously optimized based on actual operating conditions to achieve the best braking effect and vehicle stability.

[0246] In some embodiments, the fifth allocation ratio can be determined based on tire health status. The determination of the fifth allocation ratio can be done in any suitable manner. In some embodiments, the fifth allocation ratio can be determined based on the tire health status controlled by each axle. In some embodiments, a correspondence between each tire health status and each allocation ratio can be pre-established, and a fifth allocation ratio adapted to the tire health status can be obtained based on this correspondence.

[0247] In some implementations, the fifth distribution ratio can be dynamically calculated based on real-time detection information (such as vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, tire wear condition, road surface adhesion level, axle load distribution coefficient, etc.) to achieve more flexible and stable braking control, effectively cope with a variety of complex driving environments, and improve the overall vehicle handling performance and driving experience.

[0248] For example, the IBCU determines the electric braking distribution according to the fifth distribution ratio and supplements the braking force difference between the front and rear axles based on the actual torque of the front and rear axles, ensuring that the braking force distribution ratio between the axles is as close as possible to the optimal distribution ratio, which can reduce non-slip instability caused by over-braking of a single axle.

[0249] Since the health conditions of individual tires may vary, the acceleration capability of a target tire can be adjusted based on the health condition of each tire. There can be at least one target tire. In practice, the driving force allocated to a tire is positively correlated with its health condition; that is, the better the tire's health, the more driving force is allocated, and vice versa. This distributes more driving force to the tires in good health, reduces the load on the tires in poor health, extends tire life, and improves the accuracy and safety of stability control.

[0250] In practice, by introducing a fifth braking strategy, more precise coordinated control of front and rear axle electric braking can be achieved on slippery surfaces. This not only helps reduce the risk of lateral instability caused by single-axle braking but also improves the overall braking efficiency and response speed of the vehicle. Furthermore, the fifth braking strategy can work in conjunction with other control modules (such as ABS, TCS, VDC, etc.) to form a multi-system integrated control system, further enhancing vehicle driving safety in extreme weather conditions.

[0251] In this embodiment, by selecting different braking strategies based on the driving mode, the characteristics of different vehicle models can be better adapted, thereby achieving better braking performance on slippery road surfaces. This avoids problems such as loss of control and instability caused by unreasonable distribution of electric brakes, improving the overall vehicle handling performance and driving experience. Furthermore, by rationally distributing the electric brakes of the front and rear axles or all four wheels based on the tire health status, the balance of braking force between axles or wheels is ensured, avoiding the risk of loss of control due to tire grip degradation.

[0252] In some implementations, the step S172, "determining the seventh control strategy based on the vehicle's drive mode using the powertrain system," includes steps S1721 and S1722, wherein: Step S1721: When the vehicle is driven in a two-wheel drive mode, the fourth limiting strategy is used as the seventh control strategy by utilizing the power system; wherein, the fourth limiting strategy includes limiting the vehicle's electric braking recovery capability. Here, the fourth limiting strategy refers to limiting the vehicle's regenerative braking capability. On slippery surfaces, especially with severely worn tires, regenerative braking can cause wheel slippage or even lock-up due to reverse torque, leading to yaw and loss of control. Therefore, limiting regenerative braking capability can effectively prevent excessive single-axle braking, ensuring vehicle stability and safety during braking.

[0253] Regenerative braking capability refers to the ability of a vehicle's drive motor to convert kinetic energy into electrical energy and recharge it to the battery during deceleration or braking. On normal dry roads, regenerative braking capability helps improve energy efficiency. However, on wet and slippery roads, especially under conditions of severe tire wear, excessive regenerative braking capability may cause the wheels to lose traction, leading to skidding or even fishtailing and loss of control. Therefore, the fourth limiting strategy, by dynamically adjusting the regenerative braking capability, can prevent vehicle instability caused by reverse torque, ensuring sufficient lateral stability during braking.

[0254] Step S1722: When the vehicle is driven in a four-wheel drive mode, the power system uses the sixth braking strategy as the seventh control strategy; wherein, the sixth braking strategy includes redistributing the total target recovery torque to the front and rear axles of the vehicle or at least one tire of the vehicle according to the sixth distribution ratio, and the total target recovery torque is determined by the braking system based on the total braking demand torque.

[0255] Here, the total target recovery torque refers to the target electric braking recovery torque set based on the overall braking demand calculated by the braking system, combined with the vehicle's current operating status (such as speed, acceleration, and tire wear).

[0256] The sixth distribution ratio refers to the proportional relationship in which the total target recovery torque is distributed according to the different loads and / or adhesion conditions of the front and rear axles or each wheel. A properly set sixth distribution ratio can achieve a more balanced distribution of braking force between the front and rear axles or each wheel. Unlike a fixed value, the sixth distribution ratio is continuously optimized based on actual operating conditions to achieve optimal braking performance and vehicle stability. In some implementations, the sixth distribution ratio can be dynamically calculated based on axle load coefficients, axle recovery limits, axle recovery efficiency, etc.

[0257] For example, the VCU distributes the regenerative torque between the front and rear axles based on a sixth distribution ratio determined by axle load factor, axle regeneration limit, and axle regeneration efficiency. The IBCU replenishes the difference in braking force between the axles according to the axle load distribution factor and the actual torque of the front and rear axles, ensuring that the braking force distribution ratio between the axles is as close as possible to the optimal distribution ratio. Understandably, because the torque distribution strategy is relatively more flexible, the regeneration efficiency is relatively slightly higher. By redistributing the total target regenerative torque according to the sixth distribution ratio, the optimal braking force distribution between the front and rear axles can be achieved, preventing tire slippage caused by excessive electric braking on a single axle.

[0258] In some implementations, the sixth allocation ratio can be determined based on tire health status. The determination of the sixth allocation ratio can be done in any suitable manner. In some implementations, the sixth allocation ratio can be determined based on the tire health status controlled by each axle. In some implementations, a correspondence between each tire health status and each allocation ratio can be pre-established, and a sixth allocation ratio adapted to the tire health status can be obtained based on this correspondence.

[0259] Since the health conditions of each tire may vary, the recovery torque of the target tire can be adjusted based on the health condition of each individual tire. There can be at least one target tire. In practice, the recovery torque allocated to a tire is positively correlated with its health condition; that is, the better the tire's health, the more recovery torque is allocated, and vice versa. This distributes more recovery torque to tires in good health, reducing the load on tires in poor health, extending tire life, and improving the accuracy and safety of stability control.

[0260] When implemented, by introducing the sixth braking strategy and the fourth limiting strategy, more refined braking force distribution and electric braking management can be achieved, thereby improving the braking stability of the vehicle on wet and slippery roads and reducing sideslip caused by decreased tire adhesion.

[0261] In this embodiment, by controlling the electric braking recovery capability and recovery torque distribution through the power system, more reasonable energy recovery and braking coordination can be achieved in wet and slippery road conditions, preventing tire slippage caused by excessive single-axle electric braking or reverse torque, thereby ensuring vehicle driving safety while also meeting the needs of energy consumption optimization.

[0262] In some embodiments, the control method further includes step S173, wherein: Step S173: Determine a third intervention strategy based on the current detection information using the braking system. The third intervention strategy is used to perform graded intervention control on the third stability function. The third stability function includes at least one of the following: anti-lock braking system, active yaw control system, and power drag torque control.

[0263] Here, the third intervention strategy is a dynamic control measure used to enhance vehicle stability. The third intervention strategy typically involves tiered intervention for functions such as ABS, AYC, and EDC. It adapts to different road surface adhesion conditions and driving scenarios to improve braking efficiency and safety.

[0264] In practical applications, when a vehicle is on a wet and slippery road surface and the tires are severely worn, the IBCU uses functions such as ABS and AYC to intervene in tire slippage in real time, thereby effectively preventing the vehicle from becoming laterally unstable.

[0265] The current detection information provides the braking system with real-time decision-making support. By analyzing this data, the braking system can dynamically adjust the intervention intensity of stability functions, such as increasing the frequency of ABS activation on low-traction surfaces or activating AYC in advance when the vehicle yaws slightly.

[0266] The third intervention strategy can be determined in any suitable way. In some implementations, a correspondence between each detection information and each intervention strategy can be established in advance. Based on this correspondence, a third intervention strategy adapted to the current detection information can be obtained. In some implementations, the current detection information can be input into a pre-established third intervention strategy determination model to obtain the third intervention strategy. This third intervention strategy determination model can be any suitable neural network model capable of performing this function.

[0267] In some implementations, the IBCU can categorize the third stability function into multiple intervention levels, such as mild, moderate, and severe intervention, and switch between different intervention levels as needed. For example, when driving at high speed on a slippery road surface, if tire slippage is detected, the IBCU can immediately enter a moderate intervention mode, increasing the intervention force of ABS while adjusting the torque distribution of AYC to maintain the vehicle's directional stability. In practice, by classifying and intervening in each stability function according to the current detection information, more refined vehicle control can be achieved, effectively responding to unexpected situations in complex road conditions and improving driving safety.

[0268] In this embodiment, the braking system intervenes in the vehicle's anti-lock braking system, active yaw control, and dynamic drag torque control in stages, thereby optimizing the vehicle's dynamic response characteristics under different tire adhesion conditions and further improving the vehicle's stability and safety when driving on wet and slippery roads.

[0269] In some implementations, where the target control link includes a suspension system control link, and the suspension system control link is centered on the vehicle's suspension system, step S13 includes step S181, wherein: Step S181: According to the suspension system control link, the suspension system determines the current suspension adjustment information based on the current detection information, and adjusts the vehicle's suspension according to the current suspension adjustment information; wherein, the current suspension adjustment information includes at least one of the following: suspension load information, suspension damping information, and vehicle center of gravity sideslip angle.

[0270] Here, the suspension system refers to the mechanical system used to support the vehicle body and adjust the dynamic response between the wheels and the ground. Suspension systems can employ various adjustable forms such as CDC (Continuous Damping Control), air springs, and magnetorheological dampers. The function of the suspension system is to improve the vehicle's stability at high speeds on slippery surfaces by adjusting the load, damping, stiffness, and slip angle of the suspension in real time. This is especially important in rainy weather or when tires are severely worn, as it enhances lateral stability and reduces the risk of skidding.

[0271] Suspension adjustment information refers to a set of instructions calculated based on current detection information to adjust the suspension state, including at least one of the following: suspension load information, suspension damping information, and sideslip angle. Suspension load information refers to the vertical, lateral, and longitudinal forces borne by the suspension system, directly affecting the working state of the springs and shock absorbers. Optimizing load distribution improves stability and tire grip. Suspension damping information, provided by the shock absorbers, suppresses excessive spring oscillations, ensuring rapid wheel contact with the ground while balancing handling and comfort. The sideslip angle refers to the angle at which the vehicle's center of gravity deviates from its direction of travel during driving. The sideslip angle is a crucial indicator of a vehicle's lateral stability. At high speeds on slippery surfaces, an excessively large sideslip angle can lead to loss of control or even rollover. Therefore, actively adjusting the suspension system to keep the sideslip angle within a safe range is essential for ensuring vehicle safety.

[0272] In practice, by precisely adjusting the suspension load, damping, and / or slip angle, body roll and fishtailing can be effectively suppressed when the vehicle is traveling at high speed on wet and slippery surfaces. For example, when the suspension system detects that the vehicle is in a high-rainfall environment and the tires are severely worn, the suspension system will trigger a more aggressive suspension adjustment strategy, lowering the vehicle height and increasing damping to improve vehicle stability.

[0273] The method for determining suspension adjustment information can be any suitable method. In some embodiments, a correspondence between each detection information and each suspension adjustment information can be pre-established, and suspension adjustment information adapted to the current detection information can be obtained based on this correspondence. In some embodiments, the current detection information can be input into a pre-established suspension adjustment determination model to obtain the suspension adjustment information. This suspension adjustment determination model can be any suitable neural network model capable of implementing this function.

[0274] In some implementations, the center-of-gravity sideslip angle is not greater than a preset first angle threshold. The first angle threshold is a set maximum permissible center-of-gravity sideslip angle value used to determine whether the vehicle is on the verge of instability. This first angle threshold can be derived from extensive real-vehicle testing and simulation results, ensuring vehicle comfort while minimizing the risk of loss of control due to excessive sideslip. In some implementations, the first angle threshold can be set to 5°, meaning the vehicle's center-of-gravity sideslip angle must be less than or equal to 5°; otherwise, the suspension system will initiate corresponding suspension adjustment measures. It can be understood that 5° represents the degree to which the vehicle's center of gravity deviates from the ideal driving path during operation. This means that when the vehicle's actual sideslip angle exceeds 5°, the suspension system determines that the vehicle is at risk of instability and needs to adjust the suspension system to restore vehicle stability. For example, when driving on a curve, if the vehicle experiences significant lateral drift due to a slippery road surface, the suspension system will automatically lower the vehicle height and increase suspension stiffness to quickly suppress the increase in sideslip angle, keeping it within 5°, thereby preventing the vehicle from slipping or losing control.

[0275] In practice, by introducing a suspension system control link into the target control link and using the suspension system to generate suspension adjustment information to adjust the suspension, the lateral instability tendency of the vehicle when driving at high speed on a wet and slippery road surface can be effectively suppressed, thereby significantly reducing the risk of skidding and loss of control and improving driving safety.

[0276] Understandably, the above steps work together to form a closed-loop control system. First, sensors collect current detection information to determine if the vehicle is in a driving condition that could cause instability. Then, based on the current detection information collected by the sensors, suspension adjustment information is calculated and adjusted to change the vehicle's dynamic response characteristics. Finally, by continuously monitoring changes in the center of gravity sideslip angle, the system ensures that the sideslip angle remains below a first angle threshold, thus achieving active control of vehicle stability. For example, the suspension system adaptively adjusts the suspension height, suspension load, and suspension CDC damper damping based on vehicle speed, tire wear status, tire adhesion status, wheel dynamic slippage, longitudinal acceleration, lateral acceleration, and rainfall. For instance, actively increasing CDC damping and adjusting the suspension height to the optimal posture for stability across all four axles can optimize pitch gradients, improve lateral stability in wet and slippery high-speed scenarios, and control the sideslip angle to no more than 5°.

[0277] In this embodiment, firstly, the suspension system adaptively adjusts the load on the suspension to achieve uniform load distribution during deceleration / acceleration, avoiding load concentration on a single axle. Secondly, the suspension system adaptively adjusts the damping of the suspension to optimize vehicle ground contact, body following, and self-centering stability. Thirdly, the suspension system adaptively adjusts the roll angle of the suspension to enhance vehicle support during high-dynamic conditions such as lane changes, cornering, and circular maneuvers. Finally, by controlling various influencing factors through active suspension, the vehicle's roll and sideslip tendencies can be effectively suppressed on slippery surfaces, thereby improving vehicle stability and preventing safety issues caused by loss of vehicle posture control.

[0278] In some implementations, where the target control link includes a steering system control link, and the steering system control link is centered on the vehicle's steering system, step S13 includes steps S191 and S192, wherein: Step S191: Determine the yaw angle threshold using the steering system based on the current detection information; Step S192: When the current yaw angle of the vehicle is greater than the yaw angle threshold, the vehicle's target steering system is used to correct the yaw according to the steering system control link so that the vehicle's yaw angle is not greater than the yaw angle threshold.

[0279] Here, yaw angle refers to the angle at which a vehicle rotates relative to its direction of travel due to external disturbances (such as uneven road surfaces, wet or slippery surfaces, tire wear, etc.) during operation. It can be measured in degrees per second (° / s). When a vehicle is traveling at high speed on a wet or slippery surface, an excessively large yaw angle can easily cause the vehicle to fishtail or lose stability. The yaw angle can be obtained in any suitable way. For example, it can be obtained by integrating the yaw rate collected by a yaw rate sensor. Another example is determining the yaw angle based on the difference between the heading angle and the sideslip angle. The heading angle is the angle between the vehicle's center of gravity velocity direction and the horizontal axis of the geodetic coordinate system. The sideslip angle is the angle between the vehicle's velocity direction and the direction the vehicle is pointing.

[0280] The yaw angle threshold is a real-time set reference value used to determine whether to trigger the yaw correction mechanism. The yaw angle threshold can be dynamically adjusted based on factors such as vehicle type, drive type, tire wear condition, and speed. This helps to ensure safety while avoiding unnecessary intervention and improving the driving experience.

[0281] The yaw angle threshold can be determined in any suitable way. In some implementations, a correspondence between each detection information and each yaw angle threshold can be established in advance. Based on this correspondence, a yaw angle threshold adapted to the current detection information can be obtained. This correspondence can be obtained from simulation or actual vehicle calibration. In some implementations, the tire health status can be determined first based on the current detection information, and then the yaw angle threshold can be determined based on the tire health status. For example, a correspondence between each tire health status and each yaw angle threshold can be established in advance. Based on this correspondence, a yaw angle threshold adapted to the tire health status can be obtained. This correspondence can be obtained from simulation or actual vehicle calibration. In practice, the wear status of each wheel can be determined based on a tread depth sensor or estimation model.

[0282] As the only contact component between a vehicle and the ground, the wear condition of tires directly affects lateral force and self-centering ability. When tires are severely worn, especially with uneven wear, insufficient groove depth, or hardened rubber, their maximum coefficient of friction decreases, making the vehicle more prone to reaching its traction limit during cornering, thus triggering skidding or loss of control. Traditional ESP (Electronic Stability Program) systems typically intervene using a fixed yaw rate threshold, but this approach does not consider the actual condition of the tires, which may lead to: Late intervention: When the tires are already severely worn, stability is still judged according to the standards for new tires. The system fails to intervene in time, increasing the risk of skidding. Premature intervention: Over-braking of normal tires affects driving smoothness and handling confidence.

[0283] The adaptive adjustment of yaw angle / angular velocity thresholds based on tire wear has the following core advantages: 1) Improve the personalization and accuracy of active safety response. When severe wear on the outer side of the rear wheel is detected (common in front-wheel drive vehicles), it indicates that its lateral support capability has decreased. The system can lower the yaw rate alarm threshold in advance and trigger ESP intervention earlier.

[0284] 2) Extend tire life and reduce the chain reaction of abnormal wear. That is, if the control logic is not corrected, the vehicle will not correct itself in time when it skids slightly, which will aggravate local tire wear and form a vicious cycle of "wear → poor grip → easier to slip → further wear". Adaptive yaw control can identify abnormal dynamic trends in the early stage and, in combination with steering system fine-tuning or ESP selective braking, reduce the load on specific tires and delay the deterioration process.

[0285] 3) Provide more reliable underlying state input for intelligent driving systems, namely: introduce tire health as a weighting factor to make the yaw control strategy more in line with actual physical characteristics.

[0286] By dynamically setting the yaw angle threshold based on tire wear, the accuracy and safety of vehicle stability control can be significantly improved, especially in extreme conditions, to avoid the risk of loss of control due to tire grip reduction.

[0287] The steering system is a vehicle chassis control system. Steering systems can include, but are not limited to, rear-wheel steering, front-wheel steering, and four-wheel steering. A front-wheel steering system assists the vehicle in maintaining stability by actively adjusting the steering angle of the front wheels. A rear-wheel steering system assists the vehicle in maintaining stability by actively adjusting the steering angle of the rear wheels. Traditional vehicles rely solely on the front wheels for steering, while a rear-wheel steering system can apply a certain steering angle to the rear wheels under specific conditions to enhance vehicle handling and stability. In practice, rear-wheel steering systems are primarily used to address the potential for yaw and loss of control when vehicles are traveling at high speeds on slippery surfaces. A four-wheel steering system assists the vehicle in maintaining stability by actively adjusting the steering angles of all four wheels.

[0288] The target steering system can be a front-wheel steering system, a rear-wheel steering system, or a four-wheel steering system. This target steering system can be determined based on current detection information. For example, the steering system corresponding to tires in good condition can be selected as the target steering system.

[0289] Yaw correction refers to the process of applying a counter-steering angle to the wheels via the target steering system when the vehicle's yaw angle is detected to exceed a yaw angle threshold. This counteracts the vehicle's lateral movement tendency and restores the vehicle to a stable driving state. The yaw correction process is usually quick and precise to maintain high driving safety and handling even under extreme conditions.

[0290] In practice, when the vehicle's yaw angle exceeds the yaw angle threshold, the target steering system is immediately activated. Based on vehicle speed, vehicle weight, and road conditions, the required correction angle is calculated and sent to the wheel steering actuators. The wheel steering actuators then adjust the wheel steering angles to generate a torque opposite to the current yaw direction, thereby suppressing unstable vehicle movement. The wheel steering actuators adjust the steering angles again to generate a counter-torque, ensuring the vehicle's dynamic response capability under complex road conditions.

[0291] In this embodiment, on the one hand, the yaw angle threshold and target steering system are determined based on real-time vehicle information (such as tire wear status), improving the rationality of the yaw angle threshold and target steering system. This not only extends tire life and reduces the chain reaction of abnormal wear, but also significantly improves the accuracy and safety of vehicle stability control. On the other hand, by correcting the vehicle's yaw angle in real time through the target steering system, the tail-swing phenomenon that occurs when the vehicle is driving on slippery roads in intelligent driving or human driving modes can be effectively suppressed, thereby improving the vehicle's handling stability and avoiding loss of directional control due to excessive yaw.

[0292] The technical solution of this application is described in detail below.

[0293] Multiple incidents of new energy vehicles losing control at high speeds in rainy weather, either in intelligent driving mode or human driving mode, have resulted in serious traffic accidents with vehicle damage and personal injury. Accident investigations and analysis of the causes of the problems show similar characteristics: the tires of the vehicles involved in the accidents were generally severely worn, the driving speeds were high (100-140 kph), all occurred in heavy rain, the vehicles were mainly rear-wheel drive, and most of the accidents occurred in intelligent driving mode. Accident data analysis shows that the cause of the accidents was the rear wheels slipping and losing lateral grip, leading to the vehicles swaying / fishtailing and losing control.

[0294] like Figure 2 As shown, the water drainage capacity of a tire does not decrease linearly after it wears down to a certain extent, but rather decreases exponentially. In particular, when the tread depth is less than 4mm, the performance will deteriorate rapidly, and the risk of the vehicle hydroplaning at high speed will increase dramatically. New energy vehicles often use low rolling resistance summer tires in pursuit of extreme energy efficiency, but these tires pose a high risk of slippage at high speeds on wet roads. Furthermore, the development of various vehicle systems has not covered the variables throughout the entire tire wear lifecycle. This patent combines rain detection, road surface water detection, tire wear monitoring, and tire grip monitoring to provide multiple solutions and corresponding control links for various systems, including braking systems (optionally hydraulic, pure drive-by-wire, or electro-hydraulic hybrid), power systems (optionally integrated electric drive, distributed electric drive, EV (Electric Vehicle), REV (Range Extended Electric Vehicle), HEV (Hybrid Electric Vehicle), etc.), drive systems, ADAS, intelligent cockpit, and active suspension (optionally CDC, CDC + air spring, magnetorheological, electromechanical suspension, etc.). This provides a technical solution for the stability of multi-system integrated control at the vehicle level.

[0295] In summary, this application provides for the first time a systematic new energy vehicle stability control system and communication architecture for wet and slippery road surface NCA and high-speed skidding in human-driven mode.

[0296] like Figure 3 As shown, the vehicle control system of this application consists of eight systems: a braking system, which can be a traditional hydraulic braking system or a pure drive-by-wire electromechanical braking system (EMB); a vehicle drive system, which can be an integrated drive system or a distributed drive system; a vehicle power system, which can be an EV system, a REV system, a HEV system, or a PHEV (plug-in hybrid electric vehicle); a vehicle cockpit system, which can be a traditional cockpit or a smart cockpit; a vehicle active suspension system, which can be a CDC, magnetic levitation, electromechanical suspension, or other damping adjustable shock absorbers, or a combination of damping adjustable shock absorbers and air and rubber springs; a vehicle ADAS system; a vehicle wiper system; and a sunlight and rain sensor. Through multi-system fusion control, the system ensures that the vehicle does not experience unexpected instability on wet and slippery roads, and that the yaw angle is ≤3° / s, the yaw rate is ≤[-5, 5], and the steering wheel correction is [-30°, 30°]. The vehicle control system includes 8 controllers and mainly consists of 21 parts, namely: Right front tire assembly 31: Its function is to support the contact between the vehicle and the ground, providing lateral / longitudinal / vertical support and adhesion for the vehicle. The tread drainage design provides drainage performance in wet and slippery weather. As the vehicle's mileage increases and different drivers' driving habits change, the tire will wear to varying degrees, and the drainage / adhesion performance will decrease sharply, which will lead to vehicle slippage or hydroplaning. ADAS Controller 32: In intelligent driving mode, based on the ADAS recognition system and driver input, it provides vehicle-wide assisted driving. Based on the sunlight and rain sensor / wiper working status (corresponding to the aforementioned wiper speed) / vehicle longitudinal acceleration / vehicle lateral acceleration / vehicle yaw rate / vehicle four-wheel dynamics (i.e., tire status) / ADAS recognition system identification of rainy weather or road water accumulation, it executes different intelligent driving strategies, such as speed limit under intelligent driving acceleration conditions / electrohydraulic coordination distribution under braking conditions / intelligent cockpit pop-up windows or warning reminders; Vehicle power system 33: Provides power to all controllers in the vehicle and provides power safety backup; Right rear tire assembly 34: It provides contact support between the vehicle and the ground, and provides lateral / longitudinal / vertical support and adhesion for the vehicle. The tread drainage design provides drainage performance in wet and slippery weather. As the vehicle's mileage increases and different drivers' driving habits change, the tire will wear to varying degrees, and the drainage / adhesion performance will tend to decrease sharply, which will lead to vehicle slippage or hydroplaning. Rear electric drive assembly 35: Under the control of VCU / IBCU / IPU, it provides the vehicle with driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response torque strategy; Left rear tire assembly 36: It provides contact support between the vehicle and the ground, and provides lateral / longitudinal / vertical support and adhesion for the vehicle. The tread drainage design provides drainage performance in wet and slippery weather. As the vehicle's mileage increases and different drivers' driving habits change, the tire will wear to varying degrees, and the drainage / adhesion performance will drop sharply, which will lead to vehicle slippage or hydroplaning. Active suspension controller 37: Based on sunlight and rain conditions / wiper working status / vehicle longitudinal acceleration / vehicle lateral acceleration / vehicle yaw rate / vehicle four-wheel dynamics / ADAS recognition system, it identifies rainy weather or road water conditions and executes different strategies to control CDC / air springs to adaptively adjust suspension stiffness / damping to keep the vehicle in the best stable posture. Vehicle CAN Network Gateway 38: Collects / processes / forwards control signals from various controllers in the vehicle; Body controller 39: Identifies / forwards signals from the wiper system / sunlight and rain sensor, and uploads signals such as rainfall level / wiper working status to the vehicle CAN network; Powertrain Controller 310: Controls the torque response of the vehicle's drivability powertrain system, interacts with controllers such as IBCU / ADAS / IPU, and makes different control strategies based on the sunlight and rain conditions / windshield wiper working status / vehicle longitudinal acceleration / vehicle lateral acceleration / vehicle yaw rate / vehicle four-wheel dynamics / ADAS recognition system identification of rainy weather or road water conditions, such as driver accelerator pedal map response / brake recovery electric braking stability or power distribution / coasting recovery electric braking stability or power distribution / electric braking capacity limit / acceleration performance limit, etc. Left front tire assembly 311: Its function is to support the contact between the vehicle and the ground, providing lateral / longitudinal / vertical support and adhesion for the vehicle. The tread drainage design provides drainage performance in wet and slippery weather. As the vehicle's mileage increases and different drivers' driving habits change, the tire will wear to varying degrees, and the drainage / adhesion performance will tend to decrease sharply, which will lead to vehicle slippage or hydroplaning. Right front wheel WSS 312: Monitors wheel dynamics and wheel speed / time stamp, providing wheel dynamic signals for IBCU reference speed calculation / slip ratio calculation / tire wear monitoring / tire grip monitoring / chassis stability function triggering, such as ABS / VDC / TCS / stability factor / EBD / EDC, etc. IBCU Controller 313: Controls the analysis of driver braking demand and torque response of the entire vehicle, interacts with controllers such as VCU / ADAS / IPU, and makes different control strategies based on the sunlight and rain conditions / windshield wiper working status / vehicle longitudinal acceleration / vehicle lateral acceleration / vehicle yaw rate / vehicle four-wheel dynamics / ADAS recognition system identification of rain or road water conditions, such as driver braking demand analysis / braking demand analysis in NCA mode / coasting recovery fluid replenishment / braking recovery electric braking stability or electric braking distribution / hydraulic braking torque or stability distribution / intervention / control of vehicle stability through stability functions such as ABS, VDC, TCS, stability factor, EBD, EDC, etc. Front electric drive assembly controller 314: controls the power response of the front electric drive assembly, interacts with controllers such as VCU / IBCU / ADAS, and provides the vehicle with torque strategies for driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response; Front electric drive assembly 315: Under the control of VCU / IBCU / IPU, it provides the vehicle with driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response torque strategy; Rain sensor 316: By measuring rainfall on rainy days, it identifies the levels of heavy rain / torrential rain / light rain / drizzle, converts them into physical signals, uploads them to the CAN network, and triggers control strategies that respond to the VCU / ADAS / IBCU / active suspension controller. ADAS Recognition System 317: Through radar / camera and other systems, it identifies rainy weather / road water accumulation / road water film depth, converts it into physical signals and uploads them to the CAN network, triggering the control strategy of VCU / ADAS / IBCU / active suspension controller response; Intelligent Cockpit 318: Based on sunlight and rainfall sensors / windshield wiper operation status / ADAS recognition system, it identifies rainy days or road water accumulation, and provides corresponding pop-up reminders and warnings through the instrument panel or HUD in NCA / human driving mode; Wiper switch 319 of the wiper system: Based on the working status of the wipers, it identifies heavy rain / heavy rain / light rain / drizzle as "fast, medium, slow", converts it into physical signals and sends them to the CAN network to trigger the control strategy of VCU / ADAS / IBCU / active suspension controller response; Tire Monitoring System 320: Through the timestamp of WSS or the force signal of the slip rate / tire acceleration sensor, it identifies the tire wear state and road adhesion state, converts them into percentage / wear amount / tire adhesion level, etc., and converts them into physical signals on CAN to trigger the control strategy of VCU / ADAS / IBCU / active suspension controller response. Rear electric drive assembly controller 321: Controls the power response of the rear electric drive assembly, interacts with controllers such as VCU / IBCU / ADAS, and provides the vehicle with torque strategies for driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response.

[0297] like Figure 4 As shown, when a vehicle detects rain (rainfall amount, rainfall level), road surface water, windshield wiper operation status (fast, medium, slow, etc.), tire wear status (percentage, wear amount, remaining amount, etc.), tire grip (such as adhesion level or safety level), wheel dynamic slippage (i.e., slip ratio), tire noise frequency, or sound pressure level.

[0298] The IBCU will develop and implement four strategies: stability factor, electric braking target limit strategy, intelligent four-wheel drive distribution strategy, and ABS / TCS / ESC / EDC / RBF (brake energy recovery) function, which are graded control strategies based on tire wear condition or tire grip level.

[0299] The powertrain development employs four strategies: acceleration capability limitation strategy, electric braking capability limitation strategy, intelligent four-wheel drive distribution strategy for braking scenarios, and intelligent four-wheel drive distribution strategy for acceleration scenarios. The IPU executes a dynamic torque unloading strategy when there is slippage during acceleration or braking. ADAS development implements two strategies: NCA speed limit strategy or NCA exit stability maintenance control delayed exit strategy (that is, after exiting intelligent driving, the corresponding stability maintenance control strategy of intelligent driving still needs to be executed). The cockpit development employs two strategies: the NCA speed limit reminder strategy or the driver-driver speed limit reminder strategy. The suspension system development employs an adaptive adjustment strategy for vehicle body attitude and damping coefficient. The rear-wheel steering system is developed with an active yaw adjustment and suppression compensation strategy, which means that the degree of yaw is monitored in real time, and if the degree of yaw exceeds a set threshold, active compensation is performed to correct it.

[0300] Multi-system integrated control ensures that the vehicle does not experience unexpected instability on slippery roads, with objective yaw angle ≤3° / s, yaw ≤[-5, 5], and steering wheel correction [-30°, 30°].

[0301] like Figure 5 As shown, the NCA mode includes ADAS speed limiting strategy, IPU active torque unloading, and IBCU / VCU stability control link. There are seven innovations, namely: 1. In NCA mode, the ADAS control strategy identifies the current rainfall and road surface water conditions based on the rain sensor / wiper working status / ADAS recognition system. The tire monitoring system identifies the current tire wear status and tire grip level, which are then converted into physical control signals and sent to the vehicle's CAN network. The ADAS system combines vehicle speed / rainfall / road surface water / tire wear / wheel dynamic slippage / tire grip level to trigger different speed limiting strategies, allowing the vehicle to drive at a safe speed and reducing the risk of skidding / hydroplaning and loss of control due to excessive NCA speed and insufficient tire grip. 2. In NCA mode, the IBCU active control strategy identifies the current rainfall and road surface water conditions based on the rain sensor / wiper working status / ADAS recognition system, and the tire monitoring system identifies the current tire wear status and tire grip level. These are converted into physical control signals and sent to the vehicle's CAN network. The IBCU adjusts the electric braking of the rear-wheel drive vehicle in advance based on the vehicle speed vs. (i.e., the ratio of) rainfall / vehicle speed vs. tire wear / vehicle speed vs. tire grip level / vehicle speed vs. wheel dynamic slippage. It also supplements the four-wheel braking force of the partially deactivated electric braking (the hydraulic braking system actively replenishes fluid, and the EMB actively controls the output characteristics of the drive motor) to maintain deceleration. The four-wheel drive vehicle's IBCU transfers / distributes the electric braking to the front axle, which can be a fixed or variable distribution ratio to prevent single axle from being subjected to reverse thrust, causing tire lock-up, slippage, and loss of control. 3. In NCA mode braking scenarios, the VCU active control strategy identifies the current rainfall and road surface water conditions based on the rain sensor / wiper working status / ADAS recognition system, and the tire monitoring system identifies the current tire wear status and tire adhesion level. These are converted into physical control signals and sent to the vehicle's CAN network. The VCU actively limits the electric braking recovery capability in rear-wheel drive vehicles based on the vehicle speed vs. rainfall / vehicle speed vs. tire wear / vehicle speed vs. tire adhesion level. The IBCU analyzes the total driver braking torque demand and actively supplements the braking force for the part that is insufficient due to electric braking limitation (the hydraulic braking system actively replenishes fluid, and the EMB actively controls the output characteristics of the drive motor) to maintain deceleration. In four-wheel drive vehicles, the IBCU transfers / distributes electric braking to the front axle, which can be a fixed distribution ratio or a variable distribution ratio to prevent single axle from being subjected to reverse thrust, which could lead to tire lock-up, skidding, and loss of control. 4. In NCA mode acceleration scenarios, the VCU active control strategy identifies the current rainfall and road surface water conditions based on the rain sensor / wiper working status / ADAS recognition system, and the tire monitoring system identifies the current tire wear status and tire adhesion level. These are converted into physical control signals and sent to the vehicle's CAN network. Based on the rain amount vs. tire wear / rain amount vs. tire adhesion level, the VCU actively limits the acceleration capability of two-wheel drive vehicles and actively transfers / distributes the acceleration capability to the front axle of four-wheel drive vehicles. This can be a fixed distribution ratio or a variable distribution ratio to prevent excessive single-axle driving force and insufficient tire-road adhesion, which could lead to tire lock-up, skidding, and loss of control. 5. In NCA mode, the intelligent cockpit speed limit reminder identifies when the vehicle is in rain based on the rain sensor, wiper status, and ADAS recognition system. Based on the amount of water and the road surface water conditions, the tire monitoring system identifies the current tire wear status and tire adhesion level, converts them into physical control signals and sends them to the vehicle's CAN network. The smart cockpit actively provides pop-up text reminders, warning sound reminders, and HMI flashing reminders based on vehicle speed vs. rainfall / vehicle speed vs. tire wear / vehicle speed vs. tire adhesion. 6. In NCA mode, the IPU actively unloads torque. The tire monitoring system identifies the current tire wear status and tire adhesion level, converts them into physical control signals and sends them to the vehicle's CAN network. The IPU actively unloads the electric drive torque (such as during acceleration) / electric braking torque (such as during braking) based on the electric drive resolver signal VS tire wear level / electric drive resolver signal VS tire adhesion level to prevent excessive resistance on a single axle, which could lead to slippage, fishtailing and loss of control. 7. In NCA mode, the IBCU stability function intervention level control strategy identifies the current tire wear status and tire adhesion level, converts them into physical control signals and sends them to the vehicle CAN network. The IBCU performs level control based on the tire wear level / tire adhesion level and the degree of intervention of ABS / TCS / AYC / EDC functions. As the tire wear level or tire adhesion performance decreases, the control intervention level is strengthened to reduce slippage / hydroplaning and loss of control caused by tire performance degradation.

[0302] like Figure 6 As shown, the human-driven acceleration mode includes the VCU / IBCU / intelligent cockpit control link, with four innovative points: 1. In the human-driven acceleration mode, the IPU actively unloads the drive torque strategy. Based on the rain sensor / wiper working status / ADAS recognition system, it identifies the current rainfall and road water conditions while the vehicle is driving. The tire monitoring system identifies the current tire wear and tire grip level, which are converted into physical control signals and sent to the vehicle's CAN network. The IPU actively unloads the drive torque based on the electric drive resolver signal vs. tire wear and tire grip to prevent insufficient tire grip from causing slippage / hydroplaning and loss of control. 2. In human-driven acceleration mode, the VCU limits acceleration capability control strategy. Based on the rain sensor / wiper working status / ADAS recognition system, it identifies the current rainfall and road water conditions while the vehicle is driving. The tire monitoring system identifies the current tire wear status and tire grip level, which are converted into physical control signals and sent to the vehicle's CAN network. The VCU actively limits acceleration capability and drive force distribution based on vehicle speed vs. tire wear, vehicle speed vs. tire grip, vehicle speed vs. rain, and vehicle speed vs. wiper working status to prevent insufficient tire grip from causing slippage / hydroplaning and loss of control. 3. In the human-driven acceleration mode, the IBCU graded control strategy identifies the current tire wear and tire adhesion, converts them into physical control signals and sends them to the vehicle's CAN network. The IBCU performs graded control based on the tire wear and tire adhesion, and the intervention level of the ATCS (Active Traction Control System) / AYC function. As the tire wear or tire adhesion performance decreases, the torque / hydraulic control intervention is strengthened to reduce slippage / hydroplaning and loss of control caused by tire performance degradation. 4. Intelligent cockpit reminder strategy in human-driven acceleration mode: Based on the rain sensor / wiper working status / ADAS recognition system, the current rainfall and road water conditions are identified. The tire monitoring system identifies the current tire wear status and tire grip level, which are converted into physical control signals and sent to the vehicle CAN network. The VCU provides speed limit pop-up reminders / warning sound reminders / HMI flashing reminders at Hz based on vehicle speed VS tire wear VS tire grip VS rain VS wiper working status. Optional reminders can be provided by the instrument panel / HUD to prevent insufficient tire grip from causing slippage / hydroplaning and loss of control. like Figure 7 As shown, in the human-driven braking scenario, including the VCU / IBCU / intelligent cockpit control link, there are five innovative points, namely: 1. In human-driven braking scenarios, the IBCU electric braking limitation strategy identifies the current rainfall and road surface water conditions based on the rain sensor / wiper working status / ADAS recognition system, and the tire monitoring system identifies the current tire wear status and tire grip level. These are converted into physical control signals and sent to the vehicle's CAN network. The IBCU limits the electric braking target torque based on vehicle speed vs. tire wear / vehicle speed vs. tire grip / vehicle speed vs. rainfall / vehicle speed vs. wiper working status to avoid excessive electric braking on a single axle / wheel lock-up, which could lead to insufficient tire grip, skidding, and loss of control. 2. In human-driven braking scenarios, the IBCU's intelligent electric braking distribution strategy identifies the current rainfall and road surface water conditions based on the rain sensor / wiper working status / ADAS recognition system, and the tire monitoring system identifies the current tire wear status and tire adhesion level. These are converted into physical control signals and sent to the vehicle's CAN network. The IBCU distributes electric braking based on vehicle speed vs. tire wear, vehicle speed vs. tire adhesion, vehicle speed vs. rainfall, vehicle speed vs. wiper working status, vehicle speed vs. road surface water thickness, and vehicle axle load distribution coefficient. It also supplements braking force based on the difference in braking force between the front and rear axles according to the actual torque, ensuring that the inter-axle braking force distribution ratio is as close as possible to the optimal distribution ratio. This reduces non-slip instability caused by over-braking of a single axle, resulting in the best stability. 3. In human-driven braking scenarios, the VCU's intelligent electric braking distribution strategy identifies the current rainfall and road surface water conditions based on the rain sensor / wiper operating status / ADAS recognition system, and the tire monitoring system identifies the current tire wear status and tire adhesion level. These are converted into physical control signals and sent to the vehicle's CAN network. The VCU distributes electric braking based on vehicle speed vs. tire wear, tire adhesion, rainfall, wiper operating status, road surface water thickness, and the vehicle's axle load distribution coefficient. The IBCU analyzes the total braking torque demand and obtains the total target recovery torque through the vehicle's recovery torque limit. The VCU distributes the recovery torque between the front and rear axles based on the axle load coefficient, axle recovery limit, and axle recovery efficiency. The IBCU replenishes fluid to compensate for the difference in braking force between the axles based on the axle load distribution coefficient and the actual torque of the front and rear axles, ensuring that the inter-axle braking force distribution ratio is as close as possible to the optimal distribution ratio. Because the torque distribution strategy is relatively more flexible, the recovery efficiency is relatively slightly higher. 4. In human-driven braking scenarios, the VCU intelligent limit strategy for electric braking identifies the current rainfall and road surface water conditions based on the rain sensor / wiper working status / ADAS recognition system, and the tire monitoring system identifies the current tire wear status and tire adhesion level. These are converted into physical control signals and sent to the vehicle's CAN network. The VCU actively limits the electric braking recovery capability to reduce electric braking based on the vehicle speed vs. tire wear, tire adhesion, rainfall, wiper working status, and road surface water thickness. This effectively avoids excessive electric braking on a single axle / wheel lock-up, which could lead to insufficient tire grip, skidding, and loss of control. 5. In human-driven braking scenarios, the IBCU stability function intervention level control strategy identifies the current tire wear status and tire adhesion level, converts them into physical control signals and sends them to the vehicle CAN network. The IBCU performs level control based on the electric drive resolver signal VS tire wear level / electric drive resolver signal VS tire adhesion level and the intervention level of ABS / AYC / EDC functions. As the tire wear level or tire adhesion performance decreases, the control intervention level is strengthened to reduce slippage / hydroplaning and loss of control caused by tire performance degradation.

[0303] like Figure 8 As shown, the system identifies the current rainfall and road surface water conditions based on the rain sensor, wiper operation status, and ADAS recognition system. The tire monitoring system identifies the current tire wear and adhesion level, which are then converted into physical control signals and sent to the vehicle's CAN network. The suspension adaptively adjusts the suspension height and active damper damping based on vehicle speed vs. tire wear, tire adhesion, wheel slippage, longitudinal acceleration, lateral acceleration, and rainfall conditions during acceleration and braking scenarios. This ensures optimal stability of the pitch gradient. In rainy high-speed conditions, the active suspension damping is actively increased, and the suspension height is adjusted to the lowest level to improve lateral stability in wet and slippery high-speed scenarios, controlling the center of gravity sideslip angle to ≤5°.

[0304] The necessity of multi-system integration in intelligent driving mode is as follows: (1) Intelligent driving speed limit and reminder and lane keeping delay exit (unable to be taken over by human driver) are provided through the ADAS control link, and load stability distribution and damping stability adjustment are provided through the active suspension system control link to realize intelligent driving hydroplaning control; (2) By providing load stability distribution and damping stability adjustment through the active suspension system control link, the NCA limit speed is improved; (3) Provide driving force stability distribution and limitation, electric braking stability distribution and limitation through ADAS control link, as well as intelligent control based on wet and slippery scene recognition and tire health status detection to prevent slippage (single-axis concentrated force) and achieve active safety control; (4) Passive safety graded control and speed control are provided through the ADAS control link to enable rapid recovery of slippage after slippage, thereby achieving passive safety control; (5) Provide IBCU arbitration / replenishment and VCU replenishment demand analysis through ADAS control link to reduce vehicle lurching and jerking; (6) The active suspension system control link provides load stability distribution, damping stability adjustment and roll angle adjustment, and the steering system control link actively suppresses yaw / side slip angle, thereby improving high dynamic handling such as cornering, lane changing and circling. (7) By actively suppressing the yaw / side slip angle through the steering system control link, the yaw can be quickly converged.

[0305] In summary, intelligent driving requires the fusion of ADAS control links, VMC links (i.e., active suspension), and steer-by-wire control to fully optimize intelligent driving "hydroplaning," improve the intelligent driving limit speed, prevent slippage, recover from slippage, achieve high dynamic handling, and quickly recover from yaw after a drift. This enhances the vehicle's handling and stability at its limits, giving the vehicle superior performance. These are technical effects that cannot be achieved by a single control link or a partial control link. For example, a single ADAS control link cannot solve the problems of high dynamic handling or the inability to quickly recover from yaw after a drift. The fusion of VMC and steer-by-wire alone cannot solve the problems of single-axle concentrated force slippage and loss of deceleration that cause the vehicle to lurch forward or jerk.

[0306] Specifically, under intelligent driving acceleration, by integrating the ADAS control link, suspension system control link, and steering system control link—primarily involving the fusion control of four links (vehicle controller -> ADAS -> cockpit, vehicle controller -> ADAS -> IPU, suspension system control link, and steering system control link) and four controllers (i.e., ADAS, suspension system controller, steering system controller, and IPU)—improvements can be made in areas such as stimulating driving and yaw control. (1) Incentive driving aspects: Advanced Driver Assistance Systems (ADAS): Prevents vehicles from exceeding their speed limits and causing tires to lose traction. Speed ​​limit reminder (ADAS): Human-machine interaction reminder, reducing driver complaints; Load stability distribution (suspension system): The load is concentrated on a single axle (rear axle) to prevent the tires from exceeding their adhesion limits.

[0307] (2) Yaw control: Lane Keeping Delay Exit (ADAS): Untimely driver takeover can lead to skidding. Adaptive damping adjustment (suspension system): optimizes vehicle ground contact, body following, and self-centering for stability control; Roll adjustment (suspension system): Actively adjusts roll stiffness when cornering / changing lanes to strengthen the support of the entire vehicle and prevent lateral deviation; Active yaw rate and slip angle suppression (steering system): Reduces unexpected yaw rate and accelerates vehicle tail-wagging recovery.

[0308] Under intelligent driving deceleration, by integrating the ADAS control link, suspension system control link, and steering system control link, mainly involving the fusion control of 5 links (vehicle controller -> ADAS -> cockpit, vehicle controller -> ADAS -> VCU -> IPU, vehicle controller -> ADAS -> IBCU -> IPU, suspension system control link, steering system control link) and 6 controllers (i.e., ADAS, VCU, IBCU, suspension system controller, steering system controller, and IPU), improvements can be made in electro-hydraulic distribution, anti-slip fluid replenishment, electric braking limitation / front and rear axle distribution / fluid replenishment requirements, and yaw / smoothness control. (1) Electro-hydraulic distribution and anti-slip fluid replenishment: Implement Advanced Driver Assistance Systems (ADAS): This addresses the loss of deceleration and forward lurching caused by electric braking failure, maintaining a consistent driving feel.

[0309] (2) Electric brake limitation / front and rear axle distribution / fluid replenishment requirements: Regulatory allocation (ADAS): The electric braking limit is 0 after full charge, which solves the problems of system overcharging and fire; Advanced Driver Assistance System (ADAS): Limits electric braking to address the issue of single-axle force-induced drag exceeding adhesion limits; Advanced Braking System (ADAS): Electric braking distributes power between the front and rear axles, solving the problem of single-axle force drag exceeding the adhesion limit.

[0310] (3) Yaw / smoothness control: Lane Keeping Delay Exit (ADAS): Untimely driver takeover can lead to skidding. Adaptive damping adjustment (suspension system): optimizes vehicle ground contact, body following, and self-centering for stability control; Roll adjustment (suspension system): Actively adjusts roll stiffness when cornering / changing lanes to strengthen the support of the entire vehicle and prevent lateral deviation; Advanced Driver Assistance Systems (ADAS): Based on the identification and invocation of wet skid parameters, the function is triggered earlier and the intervention is stronger, which solves the problem of skidding and fishtailing caused by inappropriate function intervention; Active yaw rate and slip angle suppression (steering system): Reduces unexpected yaw rate and accelerates vehicle tail-wagging recovery.

[0311] The necessity of multi-system integration in human-driving mode is as follows: (1) Provide speed limit reminders for drivers and passengers through the VCU control link to achieve driver and passenger hydroplaning control; (2) By providing load stability distribution and damping stability adjustment through the active suspension system control link, the maximum speed limit for human drivers can be improved; (3) Provide electric braking stability allocation and limitation through VCU control link to reduce the risk of overcharging when fully charged; (4) The VCU control link provides driving force stability distribution and limitation, electric braking stability distribution and limitation, and intelligent control based on wet and slippery scene recognition and tire health status detection to prevent slippage (single-axis concentrated force) and achieve active safety control; (5) Passive safety hierarchical control and speed control are provided through the IBCU control link, so that the slippage can be quickly recovered after slippage, thus realizing passive safety control; (6) Arbitration / fluid replenishment is provided through the IBCU control link to reduce vehicle lurching and jerking; (7) By providing load stability distribution, damping stability adjustment and roll angle adjustment through the active suspension system control link, and by actively suppressing yaw / side slip angle through the steering system control link, the high dynamic handling of cornering, lane changing and circling is improved. (8) By actively suppressing yaw / side slip angle through the steering system control link, rapid yaw convergence is achieved.

[0312] In summary, under human-driven conditions, the VCU control link, IBCU control link, VMC link, and steer-by-wire link need to be integrated for comprehensive optimization of driver-incentivized hydroplaning, improvement of the vehicle's maximum speed, prevention of slippage, recovery from slippage, high dynamic handling, and rapid yaw recovery after a drift. This enhances the vehicle's handling and stability at its limits, giving it superior performance in high-speed, wet, and slippery conditions. These are technical effects that cannot be achieved by a single link or the integration of some links. For example, a single VCU control cannot solve problems such as vehicle lurching, handling issues caused by high-dynamic suspension, or the inability to quickly recover from yaw after a drift. The integration of VMC and steer-by-wire alone cannot solve problems such as slippage due to concentrated force on a single axle, natural overcharging, vehicle lurching, and jerking.

[0313] Specifically, under human-driven acceleration, by integrating the VCU control link, suspension system control link, and steering system control link—primarily involving five links (vehicle controller -> VCU -> IPU, vehicle controller -> VCU -> cockpit, vehicle controller -> IBCU -> IPU, suspension system control link, and steering system control link) and five controllers (i.e., VCU, IBCU, suspension system controller, steering system controller, and IPU)—improvements can be made in areas such as stimulating driving, stable distribution / limitation of driving force, and yaw / ride comfort control. (1) Incentive driving aspects: Speed ​​Limit Reminder (VCU): A human-machine interaction reminder that reduces driver complaints; Load stability distribution (suspension system): The load is concentrated on a single axle (rear axle) to prevent the tires from exceeding their adhesion limits.

[0314] (2) Stable distribution / limitation of driving force: Drive Stability Limiter (VCU): Limits electric braking to solve the problem of single-axle force drag exceeding adhesion limits; Drive Force Stability Distribution (VCU): Electric braking front and rear axle distribution solves the problem of single axle force back drag exceeding the adhesion limit.

[0315] (3) Yaw / smoothness control: Adaptive damping adjustment (suspension system): optimizes vehicle ground contact, body following, and self-centering for stability control; Roll adjustment (suspension system): Actively adjusts roll stiffness when cornering / changing lanes to strengthen the support of the entire vehicle and prevent lateral deviation; Passive Safety Graded Control (IBCU): Wet Slip TCS parameters, earlier function triggering, stronger intervention, solving the problem of skidding and fishtailing caused by inappropriate function intervention; Active yaw rate and slip angle suppression (steering system): Reduces unexpected yaw rate and accelerates vehicle tail-wagging recovery.

[0316] Under human-driven deceleration, by integrating the IBCU control link, suspension system control link, and steering system control link—primarily involving four links (vehicle controller -> IBCU -> IPU, vehicle controller -> IBCU -> VCU -> IPU, suspension system control link, steering system control link) and five controllers (i.e., VCU, IBCU, suspension system controller, steering system controller, and IPU)—improvements can be made in areas such as electro-hydraulic distribution, anti-slip fluid replenishment, electric brake limiting / front / rear axle distribution / fluid replenishment requirements, and yaw / smoothness control. (1) Electro-hydraulic distribution and anti-slip fluid replenishment: Perform differential fluid replenishment for electric braking (IBCU / VCU): This resolves the loss of deceleration and forward lurching caused by electric braking failure, maintaining a consistent driving feel.

[0317] (2) Electric brake limitation / front and rear axle distribution / fluid replenishment requirements: Regulatory allocation (IBCU / VCU): The electric braking limit is 0 after full charge, which solves the problem of system overcharging and fire; Electric Braking Stability Limitation (IBCU / VCU): Limits electric braking to solve the problem of single-axle force-induced drag exceeding the adhesion limit; Electric Braking Stability Distribution (IBCU / VCU): Electric braking distributes power between the front and rear axles, solving the problem of single-axle force drag exceeding the adhesion limit.

[0318] (3) Yaw / smoothness control: Lane Keeping Delay Exit (IBCU / VCU): Untimely driver takeover can lead to skidding. Adaptive damping adjustment (suspension system): optimizes vehicle ground contact, body following, and self-centering for stability control; Roll adjustment (suspension system): Actively adjusts roll stiffness when cornering / changing lanes to strengthen the support of the entire vehicle and prevent lateral deviation; Passive safety graded control (IBCU / VCU): Based on the identification and invocation of wet slip parameters, the function is triggered earlier and the intervention is stronger, which solves the problem of skidding and tail-spinning caused by inappropriate function intervention; Active yaw rate and slip angle suppression (steering system): Reduces unexpected yaw rate and accelerates vehicle tail-wagging recovery.

[0319] like Figure 9 As shown, the vehicle includes a hydraulic braking system, CDC (Diverterless Damping System), air spring active suspension, and an integrated electric drive vehicle control system and communication architecture, mainly composed of 32 parts, namely: The four-wheel tire assembly 91 / 94 / 910 / 917 serves to support the vehicle's contact with the ground, providing lateral / longitudinal / vertical support and adhesion. The tread drainage design provides drainage performance in wet and slippery weather. As the vehicle's mileage increases and different drivers' driving habits change, the tires will wear to varying degrees, and the drainage / adhesion performance will tend to decrease sharply, which will lead to vehicle slippage or hydroplaning. The hydraulic pipeline system 92, which is decoupled from the hydraulic braking system, is used to transmit brake fluid. The four-wheel WSS wheel speed sensors 93 / 912 / 918 monitor the dynamic wheel speed / time stamp, providing wheel dynamic signals for IBCU reference speed calculation / slip ratio calculation / tire wear monitoring / tire grip monitoring / chassis stability function triggering, such as ABS / VDC / TCS / stability factor / EBD / EDC, etc. 914 is an ADAS controller. In intelligent driving mode, it provides vehicle-wide assisted driving based on the ADAS recognition system and driver input. It identifies rain or road water conditions based on sunlight and rain sensors, wiper working status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and the ADAS recognition system, and executes different intelligent driving strategies, such as speed limit in intelligent driving acceleration mode, electro-hydraulic coordination distribution in braking mode, and intelligent cockpit pop-up windows or warning reminders. The rear integrated electric drive assembly 931, under the control of VCU / IBCU / IPU / ADAS / CDC, provides the vehicle with various torque strategies, including rear axle drive force, coasting recovery electric braking torque, braking recovery electric braking torque, and execution response. The VMC controller redundant active suspension control software 913 identifies rainy weather or road water conditions based on sunlight and rain sensors, wiper working status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and ADAS recognition system. It then executes different strategies to control the CDC / air springs to adaptively adjust the suspension stiffness / damping to maintain the vehicle in the best stable posture. The body controller 915 forwards signals from the ADAS recognition system, the wiper system wiper operating status, and the sunlight and rain sensor, and uploads signals such as rainfall level and wiper operating status to the vehicle's CAN network, sharing them with various controllers in the vehicle. The VCU controller, or powertrain controller 929, controls the torque response of the vehicle's drivability powertrain system. It interacts with controllers such as IBCU / ADAS / IPU / CDC, and implements different control strategies based on factors such as sunlight and rain conditions, wiper operation status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and ADAS recognition system identification of rainy weather or road water conditions. These strategies include driver accelerator pedal response, regenerative braking stability or power distribution, coasting regenerative braking stability or power distribution, electric braking capacity limits, and acceleration performance limits. The IBCU controller 916 controls the vehicle's driver braking demand analysis, torque response, and hydraulic control. It interacts with controllers such as VCU / ADAS / IPU / BDC. Based on factors such as sunlight and rain sensing, wiper operation status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and ADAS recognition system identification of rainy weather or road water conditions, it implements different control strategies. These strategies include driver braking demand analysis, braking demand analysis in NCA mode, regenerative braking fluid replenishment, regenerative braking electric braking stability or electric braking distribution, hydraulic braking torque stability distribution, electric braking differential fluid replenishment, and intervention through stability functions such as ABS, VDC, TCS, stability factor, EBD, and EDC to control vehicle stability. The front electric drive assembly controller 920 controls the power response of the front electric drive assembly and interacts with controllers such as VCU / IBCU / ADAS / BDC / CDC to provide the vehicle with torque strategies for driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response. The front electric drive assembly 922, under the control of VCU / IBCU / IPU / BDC / CDC, provides the vehicle with front axle driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response torque strategy; The 921 solar rain sensor identifies the levels of heavy rain, light rain, and drizzle by measuring rainfall on rainy days. It converts these into physical signals and uploads them to the CAN network to trigger control strategies that respond to the VCU / ADAS / IBCU / active suspension controller. The ADAS recognition system 926 / 98 uses radar / camera and other systems to identify rainy weather / road water conditions / water film depth, converts it into physical signals and uploads them to the CAN network, triggering control strategies that respond to the VCU / ADAS / IBCU / active suspension controller. The intelligent cockpit speed limit reminder 930 uses sunlight and rain sensors, wiper operation status, ADAS recognition system to identify rainy days or road water conditions, WSS timestamps or slip rate, and tire acceleration sensor force signals to provide corresponding pop-up speed limit reminders, warnings, HMI reminders, tire wear status displays, and tire grip displays in NCA / human driving mode via the instrument panel or HUD. The wiper system wiper switch 928 identifies the rain / heavy rain / light rain / drizzle as "fast / medium / slow" based on the wiper's working status, converts it into a physical signal and sends it to the CAN network, triggering the control strategy of the VCU / ADAS / IBCU / active suspension controller. The Tire Monitoring System 920 identifies tire wear and road surface adhesion through WSS timestamps or force signals from slip rate / tire acceleration sensors, converts them into percentages / wear amount / tire slip level, etc., and then sends them to the CAN as physical signals to trigger the control strategies of the VCU / ADAS / IBCU / CDC / VMC active suspension controllers. The rear electric drive assembly controller 932 controls the power response of the rear electric drive assembly and interacts with controllers such as VCU / IBCU / ADAS to provide the vehicle with torque strategies for driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response. The hydraulic brake assembly 923 / 95 / 911 / 918 is used to execute the hydraulic braking request and strategy of IBCU, replenish the differential fluid of electric braking, and perform hydraulic graded control response for functions such as ABS / TCS / AYC / EDC / RBF. The four-wheel CDC + air spring assembly 925 / 96 / 933 / 91 interacts with controllers such as VCU / IBCU / ADAS / BDC / CDC to control the suspension based on vehicle speed vs. tire wear / vehicle speed vs. tire adhesion / vehicle speed vs. wheel dynamic slippage / vehicle longitudinal acceleration / vehicle lateral acceleration / vehicle speed vs. rain conditions, and adaptively adjusts the suspension height and suspension CDC damping in acceleration and braking scenarios to keep the pitch gradient in the optimal stability state. In rainy high-speed conditions, it actively increases CDC damping and adjusts the air spring suspension height to the lowest level to improve lateral stability in wet and slippery high-speed scenarios and control the center of gravity sideslip angle to ≤5°. The air tank assembly 99 is used to provide air supply and control for the air spring height adjustment / height adjustment.

[0320] for Figure 9 The vehicle shown will detect rain (rain intensity, amount of rain, etc.), road surface water, windshield wiper operation (fast, medium, slow, etc.), tire wear status (percentage, wear amount, remaining tires, etc.), tire grip (adhesion level, or safety level), or wheel slippage. The IBCU will develop and implement four strategies: a stability factor or electric braking target limitation strategy, an intelligent four-wheel drive distribution strategy, or a ABS / TCS / ESC / EDC / RBF function-based graded control strategy according to tire wear status or tire grip level, and differential fluid replenishment for electric braking in each strategy. The powertrain development employs four strategies: acceleration capability limitation strategy, electric braking capability limitation strategy, intelligent four-wheel drive distribution strategy for braking scenarios, and intelligent four-wheel drive distribution strategy for acceleration scenarios. The IPU dynamically unloads torque during acceleration or braking slippage. The ADAS system development employs two strategies: NCA speed limiting strategy and NCA stability maintenance control delayed exit strategy. The cockpit development employs two strategies: NCA speed limit reminder strategy and driver-driven speed limit reminder strategy. The CDC + air suspension combined suspension system development implements adaptive adjustment of the CDC suspension damping coefficient and the air springs, with adaptive adjustment of the suspension height during acceleration and braking scenarios. The suspension height / CDC damper damping is optimized to maintain the pitch gradient at the best stability. In rainy high-speed conditions, the CDC damping is actively increased, and the air spring suspension height is adjusted to the minimum to improve lateral stability in wet and slippery high-speed scenarios. Through the adaptive adjustment strategy of vehicle posture and damping coefficient, the center of gravity sideslip angle is controlled to be ≤5°. The vehicle uses multi-system integrated control to ensure that there is no unexpected instability on wet and slippery roads, and that the yaw angle is ≤3° / s, the yaw is ≤[-5, 5], and the steering wheel correction is [-30°, 30°].

[0321] like Figure 10 As shown, the vehicle includes a pure drive-by-wire braking + magnetorheological + air spring active suspension system. The vehicle control system and communication architecture consist of 32 parts, namely: The four-wheel tire assembly 11 / 14 / 110 / 117 serves to support the vehicle's contact with the ground, providing lateral / longitudinal / vertical support and adhesion. The tread drainage design provides drainage performance in wet and slippery weather. As the vehicle's mileage increases and different drivers' driving habits change, the tires will wear to varying degrees, and the drainage / adhesion performance will tend to decrease sharply, leading to vehicle slippage or hydroplaning. The entire line control system circuit system 12 is used to transmit control current / control voltage / power supply; The four-wheel WSS wheel speed sensors 13 / 112 / 118 monitor the dynamic wheel speed / time stamp, providing wheel dynamic signals for IBCU reference speed calculation / slip ratio calculation / tire wear monitoring / tire grip monitoring / chassis stability function triggering, such as ABS / VDC / TCS / stability factor / EBD / EDC, etc. ADAS controller 114 provides vehicle-wide assisted driving based on ADAS recognition system and driver input in intelligent driving mode. It identifies rain or road water conditions based on sunlight and rain sensors, wiper working status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and ADAS recognition system, and executes different intelligent driving strategies, such as speed limit in intelligent driving acceleration mode, electro-hydraulic coordination distribution in braking mode, and intelligent cockpit pop-up windows or warning reminders. The rear integrated electric drive assembly 131, under the control of VCU / IBCU / IPU / ADAS / CDC, provides the vehicle with various torque strategies, including rear axle drive force, coasting recovery electric braking torque, braking recovery electric braking torque, and execution response. The VMC controller redundant active suspension control software 113 identifies rainy weather or road water conditions based on sunlight and rain sensors, wiper working status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and ADAS recognition system. It then executes different strategies to control the CDC / air springs to adaptively adjust the suspension stiffness / damping to maintain the vehicle in the best stable posture. The body controller 115 forwards signals from the ADAS recognition system, the wiper system wiper operating status, and the sunlight and rain sensor, and uploads signals such as rainfall level and wiper operating status to the vehicle's CAN network, sharing them with all controllers in the vehicle. The VCU controller, or powertrain controller 129, controls the torque response of the vehicle's drivability powertrain system. It interacts with controllers such as IBCU / ADAS / IPU / CDC and implements different control strategies based on factors such as sunlight and rain conditions, wiper operation status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and ADAS recognition system identification of rainy weather or road water conditions. These strategies include driver accelerator pedal response, regenerative braking stability or power distribution, coasting regenerative braking stability or power distribution, electric braking capacity limits, and acceleration performance limits. The IBCU controller 116 controls the vehicle's driver braking demand analysis, torque response, and other aspects. It interacts with controllers such as VCU / ADAS / IPU / BDC. Based on factors such as sunlight and rainfall sensing, wiper operation status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, vehicle four-wheel dynamics, and ADAS recognition system identification of rainy weather or road surface water conditions, it implements different control strategies, such as driver braking demand analysis, braking demand analysis in NCA mode, coasting recovery braking force supplementation, braking recovery electric braking stability or electric braking distribution, braking torque or stability distribution, and intervention / control of vehicle stability through stability functions such as ABS, VDC, TCS, stability factor, EBD, and EDC. The front electric drive assembly controller 120 controls the power response of the front electric drive assembly and interacts with controllers such as VCU / IBCU / ADAS / BDC / CDC to provide the vehicle with torque strategies for driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response. The front electric drive assembly 122, under the control of VCU / IBCU / IPU / BDC / CDC, provides the vehicle with front axle driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response torque strategy. The sunlight and rain sensor 121 identifies the level of heavy rain / torrential rain / light rain / drizzle by measuring the rainfall on rainy days, converts it into a physical signal and uploads it to the CAN network to trigger the control strategy of VCU / ADAS / IBCU / active suspension controller. The ADAS recognition system 126 / 18 uses radar / camera systems to identify rain conditions / road water accumulation / water film depth, converting them into physical signals and uploading them to the CAN network to trigger control strategies for the VCU / ADAS / IBCU / active suspension controller. The 30 system provides intelligent cockpit speed limit reminders, which, based on sunlight and rainfall sensors / wiper status / ADAS recognition system identification of rain or road water accumulation / using WSS timestamps or slip rate / tire acceleration sensor force signals, provide corresponding pop-up speed limit reminders / warning reminders / HMI reminders / tire wear status displays / tire grip displays in NCA / human driving mode via the instrument panel or HUD. The wiper system wiper switch 128 identifies the rain / heavy rain / light rain / drizzle as "fast / medium / slow" based on the wiper's working status, converts it into a physical signal and sends it to the CAN network, triggering the control strategy of the VCU / ADAS / IBCU / active suspension controller to respond. The tire monitoring system 120 identifies tire wear and road surface adhesion through WSS timestamps or force signals from slip rate / tire acceleration sensors, converts them into percentages / wear amount / tire slip level, etc., and then sends them to the CAN as physical signals to trigger the control strategies of the VCU / ADAS / IBCU / CDC / VMC active suspension controllers. The rear electric drive assembly controller 132 controls the power response of the rear electric drive assembly and interacts with controllers such as VCU / IBCU / ADAS to provide the vehicle with torque strategies for driving force / coasting recovery electric braking torque / braking recovery electric braking torque / execution response. The EMB brake assembly 123 / 15 / 111 / 11 is responsible for executing the braking requests and strategies of the IBCU, supplementing the differential electric braking force, and performing graded control responses for functions such as ABS / TCS / AYC / EDC / RBF. The four-wheel CDC + air spring assembly 125 / 16 / 133 / 119 functions to interact with controllers such as VCU / IBCU / ADAS / BDC / CDC to control the suspension based on vehicle speed vs. tire wear / vehicle speed vs. tire adhesion / vehicle speed vs. wheel dynamic slippage / vehicle longitudinal acceleration / vehicle lateral acceleration / vehicle speed vs. rain conditions, and adaptively adjust the suspension height and suspension CDC damper damping to keep the pitch gradient in the optimal stability state. In rainy high-speed conditions, it actively increases CDC damping and adjusts the suspension height to the lowest level to improve lateral stability in wet and slippery high-speed scenarios and control the center of gravity sideslip angle to ≤5°. The air tank assembly 19 is used to provide air supply and control for air spring height adjustment / height adjustment.

[0322] Based on the above embodiments, this application also provides a vehicle. Figure 11 This is a schematic diagram of the component structure of a vehicle provided in an embodiment of this application, such as... Figure 11 As shown, the vehicle 1100 includes a vehicle control unit 1101, a controller local area network 1102, and a target control link 1103. The vehicle control unit and the target control link communicate through the controller local area network. The target control link is used to receive the vehicle's current detection information sent by the vehicle control unit; if the current detection information determines that the current driving scenario is the target driving scenario, it controls the vehicle to ensure that the vehicle drives stably in the target driving scenario. The target driving scenario is characterized by the vehicle being on a slippery road surface and the vehicle's current speed being greater than a preset speed threshold. The target control link includes at least two of the vehicle's advanced driver assistance system control link, vehicle's powertrain control link, vehicle's braking system control link, vehicle's suspension system control link, and vehicle's steering system control link.

[0323] In some implementations, when the target control link includes a steering system control link, the steering system control link is centered on the vehicle's steering system; the vehicle control unit communicates with the steering system via a controller area network. When the target control link includes a suspension system control link, the suspension system control link is centered on the vehicle's suspension system; the vehicle control unit communicates with the suspension system via a controller area network.

[0324] In some implementations, where the target control link includes an advanced driver assistance system (ADAS) control link, the ADAS control link is centered on the vehicle's ADAS, with the vehicle control unit communicating with the ADAS via a controller area network (CAN). The ADAS control link includes a first link, a second link, a third link, and a fourth link. The first link includes the ADAS and the vehicle's cockpit system; wherein the cockpit system, in response to receiving a first prompt command from the ADAS, controls the vehicle's prompting device to provide a prompt based on current detection information. The second link includes the ADAS and the vehicle's electric drive system; wherein the electric drive system receives a target speed from the ADAS and adjusts the vehicle's speed to the target speed. The third link... The first link includes an advanced driver assistance system (ADAS), a vehicle's braking system, and an electric drive system. The ADAS is communicatively connected to the braking system, and the braking system is also communicatively connected to the electric drive system. The braking system, in response to receiving a first command from the ADAS, determines a first control strategy. The electric drive system performs control according to the first control strategy sent by the braking system. The second link includes an ADAS, a vehicle's powertrain, and an electric drive system. The ADAS is communicatively connected to the powertrain, and the powertrain is also communicatively connected to the electric drive system. The powertrain, in response to a second command from the ADAS, determines a second control strategy based on the vehicle's current operating conditions and driving mode. The electric drive system performs control according to the second control strategy sent by the powertrain.

[0325] In some implementations, where the target control link includes a powertrain control link, the powertrain control link is centered on the vehicle's powertrain, with the vehicle control unit communicating with the powertrain via a controller area network. The powertrain control link includes a fifth link and a sixth link. The fifth link includes the powertrain and the cockpit system. The cockpit system is used to respond to a second prompting command sent by the powertrain and control the vehicle's prompting device to provide a prompt based on current detection information. The sixth link includes the powertrain and the vehicle's electric drive system. The electric drive system is used to perform control according to a fourth control strategy sent by the powertrain.

[0326] In some implementations, where the target control link includes a braking system control link, the braking system control link is centered on the vehicle's braking system, and the vehicle control unit communicates with the braking system via a controller area network. The braking system control link includes a seventh link or an eighth link. The seventh link includes the braking system and the vehicle's electric drive system. The electric drive system is used to perform control according to the sixth control strategy sent by the braking system. The eighth link includes the braking system, the power system, and the electric drive system. The braking system is communicatively connected to the power system, and the power system is also communicatively connected to the electric drive system. The power system is used to determine the seventh control strategy based on the vehicle's driving mode in response to the third command sent by the braking system. The electric drive system is used to perform control according to the seventh control strategy sent by the power system.

[0327] The description of the vehicle embodiments above is similar to that of the method embodiments above, and has similar beneficial effects. For technical details not disclosed in the vehicle embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0328] Based on the above embodiments, this application also provides a vehicle control device. Figure 12 This is a schematic diagram of the composition of a vehicle control device provided in an embodiment of this application, as shown below. Figure 12 As shown, the vehicle control device 110 includes a first determining module 1201, a second determining module 1202, and a control module 1203, wherein: The first determining module 1201 is used to determine the current driving scenario of the vehicle based on the vehicle's current detection information; The second determining module 1202 is used to determine the target control link when the current driving scenario is the target driving scenario; wherein, the target driving scenario represents that the vehicle is on a slippery road surface and the current vehicle speed is greater than a preset vehicle speed threshold; the target control link includes at least two of the advanced driver assistance system control link, power system control link, braking system control link, suspension system control link and steering system control link; The control module 1203 is used to control the vehicle according to the target control link so that the vehicle can drive stably in the target driving scenario.

[0329] In some implementations, the target control link includes a first target control link and a second target control link; the second determining module 1202 is further configured to use the suspension system control link and the steering system control link as the first target control link; and to determine the second target control link based on the vehicle's current driving mode and the vehicle's current operating condition; wherein the current driving mode includes intelligent driving mode or manual driving mode.

[0330] In some implementations, the second determining module 1202 is further configured to: when the current driving mode of the vehicle is intelligent driving mode, use the advanced driver assistance system control link as the second target control link; when the current driving mode of the vehicle is manual driving mode and the current operating condition is acceleration, use the power system control link as the second target control link; and when the current driving mode of the vehicle is manual driving mode and the current operating condition is braking, use the braking system control link as the second target control link.

[0331] In some implementations, where the target control link includes an advanced driver assistance system (ADAS) control link, the ADAS control link is centered on the vehicle's ADAS and includes a first link, a second link, a third link, and a fourth link. The first link includes the ADAS and the vehicle's cockpit system; the second link includes the ADAS and the vehicle's electric drive system; the third link includes the ADAS, braking system, and electric drive system; and the fourth link includes the ADAS, powertrain system, and electric drive system. The control module 1203 is further configured to: send a first prompt command to the cockpit system via the ADAS according to the first link; and use the cockpit system to... The cabin system responds to the first prompt command and controls the vehicle's prompting device to issue a prompt based on the current detection information; according to the second link, the advanced driver assistance system determines the target speed based on the current detection information, and the electric drive system adjusts the vehicle speed to the target speed; according to the third link, the advanced driver assistance system sends the first command to the braking system, and in response to the first command, the braking system determines the first control strategy, and the electric drive system controls the vehicle according to the first control strategy; according to the fourth link, the advanced driver assistance system sends the second command to the braking system, and in response to the second command, the braking system determines the second control strategy based on the vehicle's current operating conditions and driving mode, and the electric drive system controls the vehicle according to the second control strategy.

[0332] In some implementations, the first control strategy includes a first target braking strategy and a first intervention strategy; the control module 1203 is further configured to determine the first target braking strategy using the braking system based on the vehicle's driving mode; and to determine the first intervention strategy using the braking system based on current detection information, wherein the first intervention strategy is used to perform graded intervention control on a first stability function, the first stability function including at least one of the following: anti-lock braking system, traction control system, active yaw control system, and power drag torque control.

[0333] In some embodiments, the control module 1203 is further configured to, when the vehicle is driven in a two-wheel drive mode, use the braking system to adopt a first braking strategy as a first target braking strategy; wherein the first braking strategy includes early disengagement of electric braking and supplementation of the disengaged electric braking force; and when the vehicle is driven in a four-wheel drive mode, use the braking system to adopt a second braking strategy as the first target braking strategy; wherein the second braking strategy includes transferring at least a portion of the electric braking of the rear axle of the vehicle to the front axle of the vehicle, or redistributing the electric braking of the front and rear axles of the vehicle according to a first distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the tire health status of the vehicle; the first distribution ratio is determined based on the tire health status, which is determined based on current detection information, and the tire health status characterizes the tire drainage capacity, tire adhesion capacity, and / or tire wear status.

[0334] In some embodiments, the control module 1203 is further configured to, when the current operating condition is braking and the vehicle's drive mode is two-wheel drive, utilize the power system to use a first limiting strategy as a second control strategy; wherein the first limiting strategy includes limiting the vehicle's electric brake regeneration capability; and when the current operating condition is braking and the vehicle's drive mode is four-wheel drive, utilize the power system to use a third braking strategy as the second control strategy; wherein the third braking strategy includes transferring at least a portion of the electric braking of the vehicle's rear axle to the vehicle's front axle, or redistributing the electric braking of the vehicle's front and rear axles according to a second distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the vehicle's tire health status; the second distribution ratio is based on... Based on the tire health condition; when the current operating condition is an acceleration condition and the vehicle is driven in a two-wheel drive mode, a second limiting strategy is used as a second control strategy using the powertrain; wherein the second limiting strategy includes limiting the vehicle's acceleration capability; when the current operating condition is an acceleration condition and the vehicle is driven in a four-wheel drive mode, a fourth braking strategy is used as a second control strategy using the powertrain; wherein the fourth braking strategy includes transferring at least a portion of the acceleration capability of the vehicle's rear axle to the vehicle's front axle, or redistributing the acceleration capability of the vehicle's front and rear axles according to a third distribution ratio, or redistributing the acceleration capability of at least one tire of the vehicle based on the vehicle's tire health condition; the third distribution ratio is determined based on the tire health condition.

[0335] In some embodiments, the control module 1203 is further configured to determine a third control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal using the electric drive system, and to perform control according to the third control strategy; wherein the third control strategy includes actively unloading drive torque or electric braking torque.

[0336] In some implementations, where the target control link includes a powertrain control link, the powertrain control link is centered on the vehicle's powertrain and includes a fifth link and a sixth link. The fifth link includes the powertrain and the cockpit system, and the sixth link includes the powertrain and the vehicle's electric drive system. The control module 1203 is further configured to, according to the fifth link, use the powertrain to send a second prompt command to the cockpit system, and use the cockpit system to respond to the second prompt command and control the vehicle's prompting device to provide a prompt based on current detection information. According to the sixth link, the powertrain determines a fourth control strategy, and the electric drive system performs control according to the fourth control strategy. The fourth control strategy includes limiting the vehicle's acceleration capability, redistributing the driving force of the vehicle's wheels according to a fourth allocation ratio, and / or redistributing the driving force of at least one wheel of the vehicle based on the vehicle's tire health status. The fourth allocation ratio is determined based on the tire health status.

[0337] In some embodiments, the control module 1203 is further configured to: determine a second intervention strategy based on current detection information using the braking system, and perform intervention control according to the second intervention strategy; wherein the second intervention strategy is used to perform graded intervention control on a second stability function, the second stability function including at least one of the following: an active traction control system and an active yaw control system; determine a fifth control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal using the electric drive system, and perform control according to the fifth control strategy; wherein the fifth control strategy includes unloading the drive torque.

[0338] In some implementations, when the target control link includes a braking system control link, the braking system control link is centered on the vehicle's braking system. The braking system control link includes a seventh link or an eighth link. The seventh link includes the braking system and the vehicle's electric drive system, and the eighth link includes the braking system, the power system, and the electric drive system. The control module 1203 is also used for at least one of the following: according to the seventh link, determining a sixth control strategy based on the vehicle's driving mode using the braking system, and controlling the vehicle using the electric drive system according to the sixth control strategy; according to the eighth link, sending a third command to the power system using the braking system, and in response to the third command, determining a seventh control strategy based on the vehicle's driving mode using the power system, and controlling the vehicle using the electric drive system according to the seventh control strategy.

[0339] In some implementations, the control module 1203 is further configured to use the braking system to determine a third intervention strategy based on current detection information. The third intervention strategy is used to perform graded intervention control on a third stability function, which includes at least one of the following: anti-lock braking system, active yaw control system, and power drag torque control.

[0340] In some embodiments, the control module 1203 is further configured to, when the vehicle is driven in a two-wheel drive mode, use the braking system to implement a third limiting strategy as a sixth control strategy; wherein the third limiting strategy includes limiting the electric braking torque of the vehicle; and when the vehicle is driven in a four-wheel drive mode, use the braking system to implement a fifth braking strategy as the sixth control strategy; wherein the fifth braking strategy includes redistributing electric braking of the front and rear axles of the vehicle according to a fifth distribution ratio, or redistributing electric braking of at least one tire of the vehicle based on the tire health condition of the vehicle; the fifth distribution ratio is determined based on the tire health condition.

[0341] In some embodiments, the control module 1203 is further configured to, when the vehicle is driven in a two-wheel drive mode, utilize the power system to use a fourth limiting strategy as a seventh control strategy; wherein the fourth limiting strategy includes limiting the vehicle's electric braking recovery capability; and when the vehicle is driven in a four-wheel drive mode, utilize the power system to use a sixth braking strategy as the seventh control strategy; wherein the sixth braking strategy includes redistributing the total target recovery torque to the front and rear axles of the vehicle or at least one tire of the vehicle according to a sixth distribution ratio, wherein the total target recovery torque is determined by the braking system based on the total braking demand torque.

[0342] In some implementations, where the target control link includes a suspension system control link, the suspension system control link is centered on the vehicle's suspension system. The control module 1203 is further configured to determine the current suspension adjustment information based on the current detection information using the suspension system according to the suspension system control link, and adjust the vehicle's suspension according to the current suspension adjustment information; wherein, the current suspension adjustment information includes at least one of suspension load information, suspension damping information, and the vehicle's center of gravity sideslip angle.

[0343] In some implementations, where the target control link includes a steering system control link, the steering system control link is centered on the vehicle's steering system; the control module 1203 is further configured to use the steering system to determine a yaw angle threshold based on current detection information; if the vehicle's current yaw angle is greater than the yaw angle threshold, the target steering system is used to perform yaw correction so that the vehicle's yaw angle is not greater than the yaw angle threshold; wherein the target steering system is determined based on current detection information.

[0344] The descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0345] It should be noted that, in the embodiments of this application, if the above methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of software products. These software products are stored in a storage medium and include several instructions to cause an electronic device (which may be a personal computer, server, vehicle, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0346] This application also provides a vehicle including a memory and a processor, the memory storing a computer program that can run on the processor, and the processor executing the computer program to implement any of the methods described above.

[0347] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method. The computer-readable storage medium can be transient or non-transient.

[0348] This application also provides a computer program product, which includes a computer program or instructions that, when executed by a processor, implement some or all of the steps in any of the above-described methods. The computer program product can be implemented specifically through hardware, software, or a combination thereof. In one optional embodiment, the computer program product is specifically embodied in a computer storage medium; in another optional embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0349] It should be noted that, Figure 13 This is a schematic diagram of the hardware entity of a vehicle provided in the embodiments of this application, such as... Figure 13 As shown, the hardware entity of the vehicle 1300 includes: a processor 1301, a communication interface 1302, and a memory 1303, wherein: The processor 1301 typically controls the overall operation of the vehicle 1300.

[0350] Communication interface 1302 enables the vehicle to communicate with other terminals or servers via a network.

[0351] The memory 1303 is configured to store instructions and applications executable by the processor 1301, and can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data, and video communication data) from the processor 1301 and various modules in the vehicle 1300. It can be implemented using flash memory or random access memory (RAM). Data transfer between the processor 1301, the communication interface 1302, and the memory 1303 can be performed via bus 1304.

[0352] It should be noted that the descriptions of the storage medium and vehicle embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and vehicle embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0353] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A control method of a vehicle, characterized by, The control method includes: Based on the vehicle's current detection information, the vehicle's current driving scenario is determined; When the current driving scenario is the target driving scenario, a target control link is determined; wherein, the target driving scenario indicates that the vehicle is on a slippery road surface and the current vehicle speed is greater than a preset vehicle speed threshold; the target control link includes at least two of the following: advanced driver assistance system control link, powertrain system control link, braking system control link, suspension system control link, and steering system control link; The vehicle is controlled according to the target control link to enable the vehicle to drive stably in the target driving scenario.

2. The control method according to claim 1, characterized in that, When the target control link includes the steering system control link, the steering system control link is centered on the vehicle's steering system; The control of the vehicle according to the target control link includes: The steering system determines the yaw angle threshold based on the current detection information; If the current yaw angle of the vehicle is greater than the yaw angle threshold, the target steering system is used to correct the yaw angle according to the steering system control link so that the yaw angle of the vehicle is not greater than the yaw angle threshold; wherein the target steering system is determined based on the current detection information.

3. The control method according to claim 1, characterized in that, When the target control link includes the suspension system control link, the suspension system control link is centered on the vehicle's suspension system, and controlling the vehicle according to the target control link includes: According to the suspension system control link, the suspension system determines the current suspension adjustment information based on the current detection information, and adjusts the vehicle's suspension according to the current suspension adjustment information; wherein, the current suspension adjustment information includes at least one of suspension load information, suspension damping information, and the vehicle's center of gravity sideslip angle.

4. The control method according to any one of claims 1 to 3, characterized in that, When the target control link includes the advanced driver assistance system (ADAS) control link, the ADAS control link is centered on the vehicle's ADAS. The ADAS control link includes a first link, a second link, a third link, and a fourth link. The first link includes the ADAS and the vehicle's cockpit system. The second link includes the ADAS and the vehicle's electric drive system. The third link includes the ADAS, the braking system, and the electric drive system. The fourth link includes the ADAS, the powertrain system, and the electric drive system. The control of the vehicle according to the target control link includes: According to the first link, the advanced driver assistance system sends a first prompt command to the cockpit system, and the cockpit system responds to the first prompt command and controls the vehicle's prompting device to provide a prompt based on the current detection information; According to the second link, the advanced driver assistance system determines the target speed based on the current detection information, and the electric drive system adjusts the vehicle speed to the target speed. According to the third link, the advanced driver assistance system sends a first command to the braking system. In response to the first command, the braking system determines a first control strategy, and the electric drive system controls the system according to the first control strategy. According to the fourth link, the advanced driver assistance system sends a second command to the power system. In response to the second command, the power system determines a second control strategy based on the current operating conditions of the vehicle and the driving mode of the vehicle, and the electric drive system performs control according to the second control strategy.

5. The control method according to claim 4, characterized in that, The first control strategy includes a first target braking strategy and a first intervention strategy; determining the first control strategy using the braking system includes: The first target braking strategy is determined using the braking system based on the vehicle's driving mode; The braking system determines the first intervention strategy based on the current detection information. The first intervention strategy is used to perform graded intervention control on the first stability function, which includes at least one of the following: anti-lock braking system, traction control system, active yaw control system, and power towing torque control.

6. The control method according to claim 5, characterized in that, Determining the first target braking strategy based on the vehicle's driving mode using the braking system includes: When the vehicle is driven in a two-wheel drive mode, the braking system uses a first braking strategy as the first target braking strategy; wherein, the first braking strategy includes early disengagement of electric braking and supplementation of the disengaged electric braking force; When the vehicle is driven in a four-wheel drive configuration, the braking system employs a second braking strategy as the first target braking strategy. The second braking strategy includes transferring at least a portion of the electric braking from the rear axle to the front axle, or redistributing the electric braking between the front and rear axles according to a first distribution ratio, or redistributing the electric braking of at least one tire based on the tire health condition. The first distribution ratio is determined based on the tire health condition, which is determined based on the current detection information, and the tire health condition characterizes tire drainage capacity, tire adhesion, and / or tire wear condition.

7. The control method according to claim 4, characterized in that, The step of determining a second control strategy based on the current operating conditions of the vehicle and the vehicle's driving mode using the power system includes: When the current operating condition is braking and the vehicle is driven in a two-wheel drive mode, the power system uses the first limiting strategy as the second control strategy; wherein, the first limiting strategy includes limiting the vehicle's electric braking recovery capability; When the current operating condition is braking and the vehicle's drive mode is four-wheel drive, the power system uses a third braking strategy as the second control strategy; wherein, the third braking strategy includes transferring at least a portion of the electric braking of the vehicle's rear axle to the vehicle's front axle, or redistributing the electric braking of the vehicle's front and rear axles according to a second distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the vehicle's tire health condition; the second distribution ratio is determined based on the tire health condition; When the current operating condition is an acceleration condition and the vehicle is driven in a two-wheel drive mode, the power system is used to implement a second limiting strategy as the second control strategy; wherein, the second limiting strategy includes limiting the vehicle's acceleration capability; When the current operating condition is an acceleration condition and the vehicle is driven in a four-wheel drive mode, the power system uses a fourth braking strategy as the second control strategy; wherein, the fourth braking strategy includes transferring at least a portion of the acceleration capacity of the rear axle of the vehicle to the front axle of the vehicle, or redistributing the acceleration capacity of the front and rear axles of the vehicle according to a third distribution ratio, or redistributing the acceleration capacity of at least one tire of the vehicle based on the tire health condition of the vehicle; the third distribution ratio is determined based on the tire health condition.

8. The control method according to claim 4, characterized in that, The control method further includes: The electric drive system determines a third control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal, and performs control according to the third control strategy; wherein, the third control strategy includes actively unloading the drive torque or the electric braking torque.

9. The control method according to any one of claims 1 to 3, characterized in that, When the target control link includes the powertrain control link, the powertrain control link is centered on the vehicle's powertrain system. The powertrain control link includes a fifth link and a sixth link. The fifth link includes the powertrain system and the cockpit system, and the sixth link includes the powertrain system and the vehicle's electric drive system. The control of the vehicle according to the target control link includes: According to the fifth link, the power system sends the second prompt command to the cockpit system, and the cockpit system responds to the second prompt command and controls the vehicle's prompting device to provide a prompt based on the current detection information; According to the sixth link, a fourth control strategy is determined using the power system, and the electric drive system is controlled according to the fourth control strategy; wherein, the fourth control strategy includes limiting the acceleration capability of the vehicle, redistributing the driving force of the front and rear axles of the vehicle according to a fourth distribution ratio, and / or redistributing the driving force of at least one wheel of the vehicle based on the tire health status of the vehicle; the fourth distribution ratio is determined based on the tire health status.

10. The control method according to claim 9, characterized in that, The control method further includes at least one of the following: The braking system determines a second intervention strategy based on the current detection information, and performs intervention control according to the second intervention strategy; wherein, the second intervention strategy is used to perform graded intervention control on the second stability function, and the second stability function includes at least one of the following: active traction control system, active yaw control system; The electric drive system determines a fifth control strategy based on the current state of the vehicle's tires and the current electric drive resolver signal, and performs control according to the fifth control strategy; wherein, the fifth control strategy includes unloading the drive torque.

11. The control method according to any one of claims 1 to 3, characterized in that, When the target control link includes the braking system control link, the braking system control link is centered on the vehicle's braking system. The braking system control link includes a seventh link and an eighth link. The seventh link includes the braking system and the vehicle's electric drive system, and the eighth link includes the braking system, the power system, and the electric drive system. Controlling the vehicle according to the target control link includes one of the following: According to the seventh link, the braking system determines the sixth control strategy based on the vehicle's driving mode, and the electric drive system performs control according to the sixth control strategy. According to the eighth link, the braking system sends a third command to the power system. In response to the third command, the power system determines a seventh control strategy based on the vehicle's driving mode, and the electric drive system performs control according to the seventh control strategy.

12. The control method according to claim 11, characterized in that, The control method further includes: The braking system determines the third intervention strategy based on the current detection information. The third intervention strategy is used to perform graded intervention control on the third stability function, which includes at least one of the following: anti-lock braking system, active yaw control system, and power drag torque control.

13. The control method according to claim 11, characterized in that, The determination of the sixth control strategy based on the vehicle's driving mode using the braking system includes: When the vehicle is driven in a two-wheel drive mode, the braking system is used to implement a third limiting strategy as the sixth control strategy; wherein, the third limiting strategy includes limiting the electric braking torque of the vehicle; When the vehicle is driven in a four-wheel drive mode, the braking system uses a fifth braking strategy as the sixth control strategy; wherein, the fifth braking strategy includes redistributing the electric braking of the front and rear axles of the vehicle according to a fifth distribution ratio, or redistributing the electric braking of at least one tire of the vehicle based on the tire health condition of the vehicle; the fifth distribution ratio is determined based on the tire health condition.

14. The control method according to claim 11, characterized in that, The method of determining the seventh control strategy based on the vehicle's drive mode using the powertrain system includes: When the vehicle is driven in a two-wheel drive mode, the power system is used to implement the fourth limiting strategy as the seventh control strategy; wherein, the fourth limiting strategy includes limiting the vehicle's electric braking regeneration capability; When the vehicle is driven in a four-wheel drive mode, the power system uses the sixth braking strategy as the seventh control strategy; wherein, the sixth braking strategy includes redistributing the total target recovery torque to the front and rear axles of the vehicle or at least one tire of the vehicle according to a sixth distribution ratio, and the total target recovery torque is determined by the braking system based on the total braking demand torque.

15. The control method according to any one of claims 1 to 3, characterized in that, The target control link includes a first target control link and a second target control link; determining the target control link includes: The suspension system control link and the steering system control link are designated as the first target control link; The second target control link is determined based on the vehicle's current driving mode and the vehicle's current operating condition; wherein the current driving mode includes intelligent driving mode or manual driving mode.

16. The control method according to claim 15, characterized in that, Determining the second target control link based on the vehicle's current driving mode and current operating condition includes: When the current driving mode of the vehicle is the intelligent driving mode, the advanced driver assistance system control link is used as the second target control link; When the current driving mode of the vehicle is the manual driving mode and the current operating condition is the acceleration condition, the power system control link is used as the second target control link. When the current driving mode of the vehicle is the manual driving mode and the current operating condition is the braking condition, the braking system control link is used as the second target control link.

17. A vehicle, characterized in that, It includes a vehicle control unit, a controller local area network (Controller Area Network), and a target control link, wherein the vehicle control unit and the target control link communicate through the Controller Area Network; The target control link is used to receive the current detection information of the vehicle sent by the vehicle control unit; If the current detection information determines that the current driving scenario is the target driving scenario, the vehicle is controlled to ensure that the vehicle drives stably in the target driving scenario; The target driving scenario indicates that the vehicle is on a slippery road surface and the vehicle's current speed is greater than a preset speed threshold. The target control link includes at least two of the vehicle's advanced driver assistance system control link, the vehicle's powertrain control link, the vehicle's braking system control link, the vehicle's suspension system control link, and the vehicle's steering system control link.

18. The vehicle according to claim 17, characterized in that, When the target control link includes the steering system control link, the steering system control link is centered on the vehicle's steering system; the vehicle control unit communicates with the steering system through the controller local area network. When the target control link includes the suspension system control link, the suspension system control link is centered on the vehicle's suspension system; the vehicle control unit communicates with the suspension system through the controller local area network.

19. The vehicle according to claim 17 or 18, characterized in that, When the target control link includes the advanced driver assistance system control link, the advanced driver assistance system control link is centered on the vehicle's advanced driver assistance system, and the vehicle control unit communicates with the advanced driver assistance system through the controller local area network; The advanced driver assistance system control link includes a first link, a second link, a third link, and a fourth link; The first link includes the advanced driver assistance system and the vehicle's cockpit system; wherein, the cockpit system is configured to, in response to receiving a first prompting command sent by the advanced driver assistance system, control the vehicle's prompting device to provide a prompt based on the current detection information; The second link includes the advanced driver assistance system and the vehicle's electric drive system; wherein, the electric drive system is used to receive a target speed sent by the advanced driver assistance system and adjust the vehicle's speed to the target speed; The third link includes the advanced driver assistance system, the vehicle's braking system, and the electric drive system. The advanced driver assistance system is communicatively connected to the braking system, and the braking system is also communicatively connected to the electric drive system. The braking system is configured to determine a first control strategy in response to receiving a first instruction from the advanced driver assistance system. The electric drive system is configured to perform control according to the first control strategy sent by the braking system. The fourth link includes the advanced driver assistance system, the vehicle's powertrain system, and the electric drive system. The advanced driver assistance system is communicatively connected to the powertrain system, and the powertrain system is also communicatively connected to the electric drive system. The powertrain system is configured to determine a second control strategy based on the vehicle's current operating conditions and driving mode in response to a second command sent by the advanced driver assistance system. The electric drive system is configured to perform control according to the second control strategy sent by the powertrain system.

20. The vehicle according to claim 17 or 18, characterized in that, When the target control link includes the powertrain control link, the powertrain control link is centered on the vehicle's powertrain, and the vehicle control unit communicates with the powertrain through the controller local area network; The power system control link includes a fifth link and a sixth link; The fifth link includes the powertrain system and the cockpit system; wherein, the cockpit system is used to respond to a second prompting command sent by the powertrain system and control the vehicle's prompting device to provide a prompt based on the current detection information; The sixth link includes the power system and the vehicle's electric drive system; wherein the electric drive system is used to perform control according to the fourth control strategy sent by the power system.

21. The vehicle according to claim 17 or 18, characterized in that, When the target control link includes the braking system control link, the braking system control link is centered on the vehicle's braking system, and the vehicle control unit communicates with the braking system through the controller local area network; The braking system control link includes a seventh link or an eighth link; The seventh link includes the braking system and the vehicle's electric drive system; wherein the electric drive system is used to perform control according to the sixth control strategy sent by the braking system; The eighth link includes the braking system, the power system, and the electric drive system. The braking system is communicatively connected to the power system, and the power system is also communicatively connected to the electric drive system. The power system is used to determine a seventh control strategy based on the driving mode of the vehicle in response to a third command sent by the braking system. The electric drive system is used to perform control according to the seventh control strategy sent by the power system.

22. A vehicle control device, characterized in that, The control device includes: The first determining module is used to determine the current driving scenario of the vehicle based on the current detection information of the vehicle. The second determining module is used to determine a target control link when the current driving scenario is a target driving scenario; wherein, the target driving scenario indicates that the vehicle is on a slippery road surface and the current vehicle speed is greater than a preset vehicle speed threshold; the target control link includes at least two of the following: advanced driver assistance system control link, powertrain system control link, braking system control link, suspension system control link, and steering system control link; The control module is used to control the vehicle according to the target control link so that the vehicle can drive stably in the target driving scenario.

23. A vehicle, characterized in that, It includes a processor and a memory, the memory storing a computer program that can run on the processor, the processor executing the computer program to implement the method of any one of claims 1 to 16.

24. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 16.

25. A computer program product comprising a computer program or instructions, characterized in that, When the computer program or instructions are executed by a processor, they implement the method of any one of claims 1 to 16.

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