Vehicle slip control system, method, and vehicle

Abstract

This application relates to a vehicle slippage control system, method, and vehicle, belonging to the field of vehicle technology. The vehicle slippage control system includes a first wheel-end slippage control unit and a second wheel-end slippage control unit for identifying whether the vehicle is slipping. Upon detecting wheel slippage, a torque control request is sent to the power domain controller. The torque control request includes a powertrain output torque adjustment amount to suppress wheel slippage. The power domain controller, in response to the torque control request and / or wheel speed control request, determines the target drive torque and target drive speed of the drive motor in the vehicle and sends them to the electric drive assembly. The electric drive assembly, based on the target drive torque and target drive speed, controls the drive motor to suppress wheel slippage. This improves the dynamic stability and safety of the vehicle on low-traction surfaces, effectively preventing problems such as deep skidding during start-up, fishtailing, and jerking.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to the field of vehicle control technology, specifically to a vehicle slippage control system, method, and vehicle. Background Technology

[0002] As the performance of new energy vehicles continues to improve, their dynamic control under extreme conditions faces new challenges. During driving, the instantaneous high torque output of the electric motor makes the drive wheels more prone to slippage or even body yaw when starting or accelerating on low-traction surfaces. Poor torque coordination across multiple systems can also cause longitudinal jerking and vibration, affecting ride comfort. During deceleration, the single-axle electric braking reverse torque generated by energy recovery can also lead to wheel slippage or "reverse locking," exacerbating the risk of instability, especially on curves or slippery surfaces.

[0003] Currently, traditional traction control systems (TCS) and conventional stability control strategies suffer from issues such as response delays, simplistic control logic, and insufficient multi-system coordination. These limitations make it difficult to simultaneously meet the comprehensive requirements of stability, ride comfort, and energy efficiency in complex scenarios with high dynamics and low adhesion. Therefore, there is an urgent need to develop a more precise, faster, and adaptive method for coordinated vehicle torque control. Summary of the Invention

[0004] This application provides a vehicle slippage control system, method, and vehicle to at least solve the technical problems of vehicle slippage, instability, and poor ride comfort on complex road surfaces caused by multi-system coordination lag and rigid control logic in related technologies. The technical solution of this application is as follows: According to a first aspect of this application, a vehicle slippage control system is provided, comprising: an integrated brake control module (IBCU), a power domain controller, and an electric drive assembly; the IBCU includes a first wheel-end slippage control unit and a second wheel-end slippage control unit; the power domain controller is communicatively connected to the first wheel-end slippage control unit, the second wheel-end slippage control unit, and the electric drive assembly; the second wheel-end slippage control unit is communicatively connected to the electric drive assembly; wherein the first wheel-end slippage control unit is used to identify whether wheel slippage has occurred by utilizing wheel speeds uploaded by wheel speed sensors in the vehicle; and when wheel slippage is detected, it sends a torque adjustment request to the power domain controller. The torque regulation request includes a powertrain output torque adjustment amount for suppressing wheel slippage; a second wheel-end slippage control unit is used to identify whether wheel slippage has occurred in the vehicle using a resolver signal uploaded from the electric drive assembly; and when wheel slippage is detected, it sends a wheel speed regulation request to the power domain controller; wherein the wheel speed regulation request includes a target wheel speed for the slipping wheel after suppressing wheel slippage; the power domain controller is used to determine the target drive torque and target drive speed of the drive motor in the vehicle in response to the torque regulation request and / or wheel speed regulation request, and send them to the electric drive assembly; the electric drive assembly is used to control the drive motor based on the target drive torque and target drive speed to suppress wheel slippage.

[0005] Based on the aforementioned technical means, this application effectively solves the problems of vehicle slippage, instability, and poor ride comfort on complex road surfaces caused by multi-system coordination lag and rigid control logic in existing technologies by integrating two independent and complementary slippage control units within the integrated braking control module and introducing a power domain controller for unified and rapid torque and speed arbitration. Through dual, high-response real-time slippage identification using wheel speed sensors and motor resolver signals, combined with torque reduction under driving conditions and drag torque coordination under braking conditions, precise and rapid suppression of slippage under both driving and braking conditions is achieved. The power domain controller integrates the two types of control requests and outputs target torque and target speed commands, which the electric drive assembly executes, realizing closed-loop yaw control from perception and decision-making to execution. This improves the dynamic stability and safety of the vehicle on low-traction surfaces (such as rain, snow, and curves), effectively preventing deep slippage, fishtailing, and jerking during start-up. Furthermore, through an optimized torque coordination mechanism, it ensures safety while also considering driving smoothness and energy recovery efficiency, providing a highly reliable integrated stability solution for high-performance new energy vehicles.

[0006] In one possible embodiment, the first wheel slip control unit includes: a first identification subunit and a first request generation subunit; the first request generation subunit is communicatively connected to both the first identification subunit and the power domain controller; wherein, the first identification subunit is used to identify whether the vehicle is experiencing wheel slippage using wheel speeds uploaded by wheel speed sensors; when wheel slippage is detected, it sends a wheel slippage alert to the first request generation subunit; the wheel slippage alert includes the slip ratio of the slipping wheel; the first request generation subunit is used to generate and send a torque control request to the power domain controller based on the wheel slippage alert and operating parameters affecting operational stability; wherein, when the vehicle is in a non-driving condition, the engine output torque adjustment is used to reduce the powertrain output torque; when the vehicle is in a braking condition, the engine output torque adjustment is used to reduce the powertrain drag torque, thereby effectively increasing the powertrain output torque.

[0007] Based on the aforementioned technical means, this application can divide the first wheel slip control unit into a first identification subunit and a first request generation subunit. The first identification subunit is used to calculate the slip ratio in real time based on the wheel speed signal and quickly determine the slip state, reducing signal transmission and processing delays and gaining critical response time for subsequent control. The first request generation subunit, based on accurate slip ratio data and real-time vehicle dynamic parameters (such as yaw and acceleration), generates precise and adaptive torque control requests for different driving and braking conditions by reducing driving torque or braking anti-drag torque, respectively. This not only solves the problems of slow response and poor adaptability of traditional traction control systems, but also achieves more refined and faster wheel slip suppression by specifically addressing two different slip root causes: "excessive driving torque" and "excessive energy recovery anti-drag force." This improves the vehicle's acceleration stability, braking safety, and overall ride comfort under complex road conditions such as wet and slippery surfaces and low adhesion, effectively avoiding vehicle instability, fishtailing, and driving discomfort caused by slippage.

[0008] In one possible approach, the first request generation subunit includes a traction control layer (TCS) and an electronic drag control layer (EDC); the first request generation subunit is specifically used to: generate a torque regulation request using the TCS when the vehicle is in a driving condition; and generate a torque regulation request using the EDC when the vehicle is in a braking condition.

[0009] Based on the aforementioned technical means, this application can set up TCS and EDC within the first request generation subunit. Through an adaptive arbitration mechanism, it achieves specialized and precise control over slippage caused by two different physical sources: driving and braking. TCS handles active slippage caused by the rapid response of the motor's driving torque, restoring tire adhesion by quickly calculating and requesting a reduction in driving torque. EDC specifically addresses passive slippage caused by excessive reverse drag torque during energy recovery braking, effectively increasing output and preventing wheel lock-up by requesting a reduction in drag torque. By decoupling driving and braking conditions from the control source, it avoids logical conflicts or performance compromises that occur when traditional single algorithms deal with complex conditions, thereby enabling the generation of the most suitable torque control commands for different slippage mechanisms.

[0010] In one possible embodiment, the second wheel slip control unit includes: a second identification subunit and a second request generation subunit; the second request generation subunit is communicatively connected to both the second identification subunit and the power domain controller; wherein, the second identification subunit is used to identify whether wheel slippage has occurred in the vehicle using a resolver signal uploaded from the electric drive assembly; and, in the case of identifying wheel slippage, sends a wheel slippage warning to the second request generation subunit; the wheel slippage warning includes the slip ratio of the slipping wheel; the second request generation subunit is used to generate and send a wheel speed control request to the power domain controller based on the wheel slippage warning and operating parameters affecting operational stability; wherein, when the vehicle is in a non-driving condition, the target wheel speed is the wheel speed that reduces engine output torque; when the vehicle is in a braking condition, the target wheel speed is the wheel speed that increases engine output torque.

[0011] Based on the aforementioned technical means, this application introduces an ultra-high frequency, low-latency slippage recognition channel based on motor resolver signals by setting a second wheel-end slippage control unit. Combined with a targeted wheel speed control mechanism, this constructs an advanced stability control architecture that is redundant and complementary to traditional wheel speed sensor recognition. Specifically, the second wheel-end slippage control unit includes a second recognition subunit that directly processes resolver signals from the electric drive assembly. This subunit can capture millisecond-level instantaneous depth slip caused by sudden changes in motor torque, significantly compensating for the shortcomings of traditional wheel speed sensors in signal update rate and initial response speed. The second request generation subunit generates a direct target wheel speed request based on this high-precision slippage rate information and the vehicle's real-time dynamics, rather than an indirect torque adjustment. Under driving conditions, a reasonably reduced target wheel speed is requested to smoothly suppress drive wheel slippage; under braking conditions, a moderately increased target wheel speed is requested to prevent wheel lock-up caused by negative torque from energy recovery. This direct control method based on "target wheel speed" provides a more precise and direct input for the power domain controller to achieve fine yaw closed-loop and speed tracking control, resulting in faster torque response and smoother coordination. It effectively solves the problems of delay and oscillation caused by command conversion and transmission in multi-system collaboration, and improves the vehicle's handling stability, safety and driving quality under extreme dynamic conditions.

[0012] In one possible approach, the second request generation subunit includes: a distributed traction control layer (DTCS) and a powertrain drag torque control layer (EDTC); the second request generation subunit is specifically used to: generate wheel speed control requests using the distributed traction control layer when the vehicle is in a driving condition; and generate wheel speed control requests using the powertrain drag torque control layer when the vehicle is in a braking condition.

[0013] Based on the aforementioned technical means, this application can integrate DTCS and EDTC within the second request generation subunit. Through a specialized speed control strategy that adapts to operating conditions, the rapid slippage identification capability based on resolver signals is transformed into precise and smooth closed-loop control of wheel speed. DTCS is specifically designed for driving conditions. By finely and independently adjusting the target speed of a single or specific drive wheel in a closed loop, it can effectively suppress drive wheel slippage, making it particularly suitable for multi-motor distributed drive vehicles, achieving better torque vector distribution and vehicle stability control. EDTC is specifically designed for braking conditions. By calculating and requesting a safe target speed to prevent wheel lock-up, it coordinates the generator torque (drag negative torque) of the motor, thereby ensuring braking stability while maintaining energy recovery.

[0014] In one possible approach, the operating parameters include at least one of the following: longitudinal acceleration, lateral acceleration, yaw angle, and yaw rate.

[0015] In one possible embodiment, the electric drive assembly includes: a dynamic motor control unit, a torque arbitration unit, and a torque execution unit; wherein the torque arbitration unit is communicatively connected to both the dynamic motor control unit and the torque execution unit; wherein the dynamic motor control unit is used to determine the equivalent torque corresponding to the target drive speed sent by the power domain controller, and send the equivalent torque to the torque arbitration unit; the torque arbitration unit is used to determine the execution torque based on the equivalent torque and the target drive torque; and to send the execution torque to the torque execution unit; the torque execution unit is used to control the drive motor to execute the execution torque to suppress wheel slippage.

[0016] Based on the aforementioned technical means, this application can convert the target drive speed command into equivalent torque through the dynamic motor control unit in the electric drive assembly, achieving rapid response to wheel speed control requests. The torque arbitration unit compares and arbitrates the target drive torque from the power domain controller with the equivalent torque in real time to determine the final execution torque, ensuring the uniqueness and coordination of decisions under multi-source commands. The torque execution unit accurately and quickly converts the arbitrated execution torque into the actual output of the drive motor. This simplifies system interaction, shortens the response chain, and effectively eliminates torque execution disorder and delay that may be caused by conflicts between multiple system commands.

[0017] In one possible approach, the torque arbitration unit is specifically used to determine the torque that has the smaller absolute value between the equivalent torque and the target drive torque as the execution torque.

[0018] Based on the aforementioned technical means, this application can make decisions that meet the dynamic needs of the vehicle within milliseconds through a simple and efficient arbitration logic without the need for complex weight calculations. This ensures the timeliness of slippage suppression and effectively improves the smoothness of control and system safety by avoiding excessive abrupt changes in torque.

[0019] In one possible embodiment, the electric drive assembly further includes: a torque active intervention unit for uploading a limiting torque to a torque arbitration unit; the limiting torque is used to ensure the safe operation of the drive motor; and a torque arbitration unit specifically used to: determine the torque with the smaller absolute value among the equivalent torque, the target drive torque, and the limiting torque as the execution torque.

[0020] Based on the aforementioned technical means, this application can add a torque active intervention unit to the electric drive assembly, providing the torque arbitration unit with a safety limiting torque based on the real-time operating status of the drive motor (such as temperature, current, and speed). This allows the final torque arbitration to further incorporate the safety boundary of the drive system itself, building upon the existing considerations of stability control and speed control. The torque arbitration unit adopts a "smaller absolute value" strategy, selecting the torque with the smaller absolute value among the equivalent torque, target drive torque, and limiting torque as the execution torque. This ensures that under any circumstances, the actual output torque of the motor will not exceed its own safe operating range, effectively preventing motor damage or performance degradation caused by overcurrent, overtemperature, overspeed, etc.

[0021] In one possible embodiment, the Integrated Braking Control Module (IBCU) further includes: a braking demand arbitration unit; a power domain controller including a drive demand arbitration unit, a drive motor torque arbitration unit, and a drive motor speed arbitration unit; the drive motor torque arbitration unit is communicatively connected to the first wheel-end slip control unit, the braking demand arbitration unit, the drive demand arbitration unit, and the electric drive assembly, respectively; the drive motor speed arbitration unit is communicatively connected to the second wheel-end slip control unit and the electric drive assembly, respectively; wherein, the braking demand arbitration unit is used to determine the vehicle's braking demand torque and send the braking demand torque to the drive motor torque arbitration unit; the drive demand arbitration unit is used to determine the vehicle's drive demand torque and send the drive demand torque to the drive motor torque arbitration unit; the drive motor torque arbitration unit is used to determine the target drive torque based on the vehicle's power demand torque and the torque control request sent by the first wheel-end slip control unit, and send the target drive torque to the electric drive assembly; the power demand torque is either the braking demand torque or the drive demand torque; the drive motor speed arbitration unit is used to determine the target drive speed based on the wheel speed control request sent by the second wheel-end slip control unit, and send the target drive speed to the electric drive assembly.

[0022] Based on the aforementioned technical means, this application can establish a braking demand arbitration unit within the integrated braking control module, and set up a drive demand arbitration unit, a drive motor torque arbitration unit, and a drive motor speed arbitration unit within the power domain controller. This unifies and orderly arbitrates the driving / braking intentions of the driver and the intelligent driving system, as well as active safety requests from the first and second wheel ends. The drive motor torque arbitration unit comprehensively processes the power demand from the driver and the stability request from the first wheel end control unit, and outputs a coordinated target drive torque, eliminating the possibility of multiple command conflicts at the source. Simultaneously, the drive motor speed arbitration unit specifically handles wheel speed control requests from the second wheel end control unit, independently outputting the target drive speed. This enables efficient and precise communication between upper-level decision-making intentions and lower-level execution control, ensuring that the driver's operational intentions are responded to appropriately and that active stability control is prioritized and executed quickly. Thus, it achieves deep synergy and unity of vehicle power, stability, and safety under complex operating conditions.

[0023] In one possible implementation, the Integrated Braking Control Module (IBCU) further includes a Regenerative Braking Unit (RBS); a Braking Demand Arbitration Unit (BDI) communicatively connected to the Power Domain Controller (PDC); the BDI also transmits the required braking torque to the RBS; the RBS determines the vehicle's actual electric braking torque; if the actual electric braking torque is less than the required braking torque, it determines the difference between the actual electric braking torque and the required braking torque; and it compensates for the difference in braking torque through a combined braking method of coasting braking and electro-hydraulic braking.

[0024] Based on the aforementioned technical means, this application can construct an intelligent coordinated braking system that includes electric braking, coasting braking, and hydraulic / control-by-wire braking by integrating a regenerative braking unit within an integrated braking control module. The regenerative braking unit can receive the total braking demand from the braking demand arbitration unit and, based on boundary conditions such as battery status and motor capacity, calculate the actual recoverable electric braking torque in real time. When the electric braking capacity cannot meet the total demand, the unit accurately calculates the braking force gap and automatically coordinates coasting braking and hydraulic / control-by-wire braking to compensate. This achieves deep integration of braking energy recovery and basic braking functions at the controller level, internalizing the complex process that requires coordination across multiple controllers in traditional solutions, and significantly shortening the decision-making and response delays in braking force distribution. Simultaneously, through a strategy of prioritizing electric braking and precisely supplementing with hydraulic braking, energy recovery efficiency is maximized while ensuring braking performance and safety. This avoids smoothness issues such as sudden deceleration changes and abnormal pedal feel caused by improper switching or coordination of braking force sources, improving the continuity, comfort, and overall vehicle energy efficiency of the braking process.

[0025] In one possible approach, the power domain controller further includes a coasting braking torque arbitration unit; the coasting braking torque arbitration unit and the regenerative braking unit (RBS) are communicatively connected; the coasting braking torque arbitration unit is used to determine the vehicle's coasting braking torque and send it to the regenerative braking unit (RBS); the regenerative braking unit (RBS) is used to determine the torque difference between the braking torque difference and the coasting braking torque as the target braking torque; and the target braking torque is supplemented by electro-hydraulic braking.

[0026] Based on the aforementioned technical means, this application can add a coasting braking torque arbitration unit to the power domain controller. This unit calculates and provides an optimized coasting recovery torque request in real time based on driving mode, vehicle speed, battery status, etc. When coordinated braking is required, the regenerative braking unit arbitrates this coasting torque request with the calculated braking torque gap to determine the final target braking torque that needs to be supplemented by the electro-hydraulic braking system. This mechanism liberates coasting recovery from traditional, relatively independent control logic, making it an integral part of the entire braking energy management system, achieving smooth connection and dynamic optimization between coasting recovery and braking recovery. It avoids the potential superposition, conflict, or abrupt changes between the two recovery modes, ensuring continuous and natural deceleration throughout the entire process from releasing the accelerator to pressing the brake pedal, improving driving comfort and energy recovery efficiency. Furthermore, through more refined torque distribution, it provides a more flexible and precise control basis for maintaining braking stability in complex road conditions.

[0027] In one possible embodiment, the integrated brake control module (IBCU) further includes an electro-hydraulic brake control unit; the electro-hydraulic brake control unit is communicatively connected to a regenerative braking unit (RBS); the regenerative braking unit (RBS) is used to send the target braking torque to the electro-hydraulic brake control unit; the electro-hydraulic brake control unit is used to distribute the target braking torque to each wheel brake based on the braking type of each wheel brake in the vehicle's electro-hydraulic brake system; wherein the braking type includes hydraulic braking and brake-by-wire braking.

[0028] Based on the aforementioned technical means, this application can directly send the calculated target braking torque, which needs to be supplemented by electro-hydraulic braking, to the electro-hydraulic braking control unit via the regenerative braking unit. The electro-hydraulic braking control unit then intelligently and quickly distributes the total target braking torque, combined with information such as vehicle stability and load transfer, to the hydraulic brakes or brake-by-wire actuators of each wheel, according to the vehicle configuration. This shortens the response time from identifying the braking force gap to the actual pressure build-up of the hydraulic / brake-by-wire force. Simultaneously, the electro-hydraulic braking control unit, built into the braking control module, can more directly and effectively coordinate with stability functions such as ABS / ESC, supplementing braking deceleration while actively distributing braking force between wheels to generate yaw moment, thus assisting in stabilizing the vehicle body.

[0029] According to a second aspect of this application, a vehicle slippage control method is provided, applied to the IBCU of the first aspect. The method includes: identifying whether wheel slippage has occurred in the vehicle using wheel speeds uploaded by wheel speed sensors in the vehicle; sending a torque regulation request to a power domain controller when wheel slippage is detected; wherein the torque regulation request includes a powertrain output torque adjustment amount for suppressing wheel slippage; identifying whether wheel slippage has occurred in the vehicle using a resolver signal uploaded by an electric drive assembly; and sending a wheel speed regulation request to the power domain controller when wheel slippage is detected; wherein the wheel speed regulation request includes a target wheel speed for suppressing wheel slippage after wheel slippage; wherein the power domain controller is configured to determine a target drive torque and a target drive speed of the drive motor in the vehicle in response to the torque regulation request and / or the wheel speed regulation request, and send them to the electric drive assembly; the electric drive assembly is configured to control the drive motor based on the target drive torque and the target drive speed to suppress wheel slippage.

[0030] One possible approach is to use the wheel speeds uploaded by wheel speed sensors in the vehicle to identify whether wheel slippage has occurred, including: using the wheel speeds uploaded by wheel speed sensors to identify whether wheel slippage has occurred, and in the case of wheel slippage, determining the slip rate of the slipping wheel; When wheel slippage is detected, a torque control request is sent to the power domain controller. This includes generating and sending a torque control request to the power domain controller based on the slippage rate of the slipping wheel and operating parameters that affect operational stability. Specifically, when the vehicle is in a driving condition, the engine output torque adjustment is used to reduce the powertrain output torque. When the vehicle is in a braking condition, the engine output torque adjustment is used to reduce the drag torque of the powertrain, thereby effectively increasing the powertrain output torque.

[0031] In one possible approach, a wheel speed control request is generated and sent to the power domain controller based on the slip ratio of the slipping wheel and operating parameters that affect operational stability. This includes: generating a torque control request using TCS when the vehicle is in driving mode; and generating a torque control request using EDC when the vehicle is in braking mode.

[0032] In one possible approach, a resolver signal uploaded from the electric drive assembly is used to identify whether wheel slippage has occurred in the vehicle. This includes: using the resolver signal uploaded from the electric drive assembly to identify whether wheel slippage has occurred in the vehicle; and, if wheel slippage is detected, determining the slip ratio of the slipping wheel; and, if wheel slippage is detected, sending a torque control request to the power domain controller, including: generating and sending a wheel speed control request to the power domain controller based on the slip ratio of the slipping wheel and operating parameters affecting operational stability; wherein, when the vehicle is in a non-driving condition, the target wheel speed is the wheel speed that reduces engine output torque; and when the vehicle is in a braking condition, the target wheel speed is the wheel speed that increases engine output torque.

[0033] In one possible approach, a wheel speed control request is generated and sent to the power domain controller based on the slip ratio of the slipping wheel and the operating parameters that affect the stability of operation, including: generating the wheel speed control request using the distributed traction control layer when the vehicle is in driving condition; When the vehicle is braking, the powertrain drag torque control layer generates a wheel speed control request.

[0034] In one possible approach, the operating parameters include at least one of the following: longitudinal acceleration, lateral acceleration, yaw angle, and yaw rate.

[0035] In one possible embodiment, the electric drive assembly includes: a dynamic motor control unit, a torque arbitration unit, and a torque execution unit; wherein the torque arbitration unit is communicatively connected to both the dynamic motor control unit and the torque execution unit; wherein the dynamic motor control unit is used to determine the equivalent torque corresponding to the target drive speed sent by the power domain controller, and send the equivalent torque to the torque arbitration unit; the torque arbitration unit is used to determine the execution torque based on the equivalent torque and the target drive torque; and to send the execution torque to the torque execution unit; the torque execution unit is used to control the drive motor to execute the execution torque to suppress wheel slippage.

[0036] In one possible approach, the torque arbitration unit is specifically used to determine the torque that has the smaller absolute value between the equivalent torque and the target drive torque as the execution torque.

[0037] In one possible approach, the method further includes: determining the vehicle's braking torque requirement; determining the vehicle's driving torque requirement; determining a target driving torque based on the vehicle's power torque requirement and torque control request, and sending the target driving torque to the electric drive assembly; the power torque requirement is either the braking torque requirement or the driving torque requirement; and determining a target driving speed based on the wheel speed control request, and sending the target driving speed to the electric drive assembly.

[0038] In one possible approach, the power domain controller further includes a coasting braking torque arbitration unit; the coasting braking torque arbitration unit and the regenerative braking unit (RBS) are communicatively connected; the coasting braking torque arbitration unit is used to determine the vehicle's coasting braking torque and send it to the regenerative braking unit (RBS); the regenerative braking unit (RBS) is used to determine the torque difference between the braking torque difference and the coasting braking torque as the target braking torque; and to supplement the target braking torque through electro-hydraulic braking. In another possible approach, the method further includes: The target braking torque is sent to the electro-hydraulic brake control unit; based on the braking type of each wheel brake in the vehicle's electro-hydraulic brake system, the target braking torque is distributed to each wheel brake; wherein, the braking type includes hydraulic braking and brake-by-wire braking.

[0039] According to a third aspect provided in this application, a vehicle is provided, comprising: a vehicle slip control system according to any one of the first aspects.

[0040] According to a fourth aspect provided in this application, a computer-readable storage medium is provided that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the methods described in the first aspect and any possible implementation thereof.

[0041] According to the fifth aspect provided in this application, a computer program product is provided, the computer program product including computer instructions, which, when executed on an electronic device, cause the electronic device to perform the method described in the first aspect and any possible implementation thereof.

[0042] It should be noted that the technical effects of any of the implementation methods in aspects two through five can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0043] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0044] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0045] Figure 1 This is a schematic diagram illustrating the structure of a vehicle skidding control system according to an exemplary embodiment; Figure 2 This is a schematic diagram illustrating the structure of yet another vehicle slip control system according to an exemplary embodiment; Figure 3This is a schematic diagram illustrating the structure of yet another vehicle slip control system according to an exemplary embodiment; Figure 4 This is a schematic diagram illustrating the structure of yet another vehicle slip control system according to an exemplary embodiment; Figure 5 This is a schematic diagram illustrating the structure of yet another vehicle slip control system according to an exemplary embodiment; Figure 6 This is a schematic diagram illustrating the structure of yet another vehicle slip control system according to an exemplary embodiment; Figure 7 This is a flowchart illustrating a vehicle skid control method according to an exemplary embodiment; Figure 8 This is a schematic diagram illustrating the structure of yet another vehicle slip control system according to an exemplary embodiment; Figure 9 This is a schematic diagram illustrating a vehicle skidding control process according to an exemplary embodiment; Figure 10 This is a schematic diagram illustrating the interaction signals between different components of a vehicle skidding control system according to an exemplary embodiment. Detailed Implementation

[0046] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0047] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0048] In the embodiments of this application, the words "exemplary," "for example," or "for instance" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the words "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a specific manner.

[0049] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0050] The vehicle slip control system provided in this application embodiment can be applied to vehicles. Vehicles can also be referred to as vehicles, mobile carriers, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs), autonomous vehicles, intelligent and connected vehicles (ICVs), driverless vehicles, etc.

[0051] In this application, the vehicle can be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, police car, etc.), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various special-purpose vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose specific limitations in this regard.

[0052] First, the relevant technologies involved in this application will be explained to facilitate understanding by those skilled in the art.

[0053] As new energy vehicles develop towards high performance and high integration, their dynamic control faces new and severe challenges. The rapid torque response of electric motors, combined with specialized tires exhibiting low rolling resistance and high wear characteristics, makes vehicles highly susceptible to excessive wheel slippage or even fishtailing on low-traction surfaces such as wet, slippery, or icy roads. During deceleration, the single-axle electric braking reverse torque generated by energy recovery can also cause wheel lock-up and vehicle instability. Due to their response delays, rigid control logic, and insufficient multi-system coordination, TCS (Traction Control System) and stability control systems struggle to simultaneously meet the comprehensive requirements of stability, ride comfort, and energy efficiency under complex high-dynamic, low-traction conditions.

[0054] Existing technologies typically rely on the coordinated operation of multiple systems, including the Integrated Brake Control Unit (IBCU), Vehicle Control Unit (VCU), and Electric Drive System (Intelligent Power Unit, IPU). During deceleration, the braking torque is a composite of recuperation torque, braking torque, and hydraulic braking torque, distributed by the IBCU according to preset rules, such as prioritizing energy recovery. During driving, it primarily responds to torque reduction requests from the TCS (Traction Control System). While this approach can maintain basic functionality under normal conditions, its control logic has significant limitations: under high recuperation torque or low-traction surfaces, the system is prone to passively triggering wheel slip control, leading to unexpected yaw, sudden deceleration, and other problems. Furthermore, the lack of active coordination between multiple systems (such as electric and hydraulic braking) during control results in a trade-off between stability intervention and energy recovery efficiency. During driving, response delays, deep slip during start-up, and jerking and vibration caused by torque jumps are common issues. Therefore, there is an urgent need to develop a more precise, faster, and adaptive vehicle torque coordination control method.

[0055] As in the background technology, in order to solve the problems of vehicle slippage, instability, and poor ride comfort on complex road surfaces caused by multi-system coordination lag and rigid control logic, such as... Figure 1 As shown, this application provides a vehicle slippage control system. The vehicle slippage control system includes: an IBCU 11, a power domain controller 12, and an electric drive assembly 13. The IBCU 11 may include a first wheel-end slippage control unit 111 and a second wheel-end slippage control unit 112. The power domain controller 12 is communicatively connected to the first wheel-end slippage control unit 111, the second wheel-end slippage control unit 112, and the electric drive assembly 13. The second wheel-end slippage control unit 112 is communicatively connected to the electric drive assembly 13.

[0056] The first wheel slip control unit 111 is used to identify whether wheel slippage has occurred by utilizing the wheel speed data uploaded by the wheel speed sensors in the vehicle. Upon detecting wheel slippage, it sends a torque control request to the power domain controller 12. The torque control request includes an adjustment amount of powertrain output torque to suppress wheel slippage.

[0057] The second wheel slip control unit 112 is used to identify whether wheel slippage has occurred in the vehicle using the resolver signal uploaded from the electric drive assembly 13; and, if wheel slippage is detected, to send a wheel speed control request to the power domain controller 12. The wheel speed control request includes a target wheel speed to suppress the slipping wheel after wheel slippage. The power domain controller 12 is used to determine the target drive torque and target drive speed of the drive motor in the vehicle in response to torque regulation requests and / or wheel speed regulation requests, and send them to the electric drive assembly 13.

[0058] The electric drive assembly 13 is used to control the drive motor 14 based on the target drive torque and the target drive speed to suppress wheel slippage.

[0059] In one possible implementation, the IBCU11 is the vehicle's core controller. The IBCU11 is primarily responsible for receiving brake pedal signals and requests from vehicle stability systems (such as ABS / ESC), and coordinating hydraulic braking and regenerative braking (energy recovery) to achieve precise braking force distribution and management. The core functions of the IBCU11 are ensuring braking performance, prioritizing energy recovery, and maintaining vehicle stability by rapidly adjusting the hydraulic pressure of each wheel cylinder when wheel lockup or sideslip is detected.

[0060] The powertrain domain controller 12 can be a standalone hardware control unit, such as the vehicle control unit (VCU), a high-performance computing module integrated into the vehicle domain control architecture (such as a powertrain control subsystem integrated into the intelligent driving domain or central computing unit), or a collaborative logic unit distributed within related controllers. Furthermore, the powertrain domain controller 12 can also be implemented using a service-based software architecture or deployed in the cloud. In the vehicle-side collaborative computing platform. This application does not impose specific limitations on this; any hardware or hardware / software combination capable of achieving functional integration, information fusion, and coordinated control is within the scope of protection of this application.

[0061] The electric drive assembly 13 can be a three-in-one physical integrated module including a drive motor, a reducer, and an inverter; it can also be a two-in-one mechanical assembly including a drive motor and a reducer; or it can be a multi-in-one electric drive system integrating components such as a drive motor, motor controller, reducer, charger, and DC-DC converter in different forms. Alternatively, the electric drive assembly 13 can also be a distributed drive form, such as a hub motor or wheel-side motor. This application does not impose specific limitations in this regard; any electric drive actuator capable of receiving target drive torque and target drive speed commands and driving the corresponding wheels to execute those commands is within the protection scope of this application.

[0062] Reference Figure 2The first wheel slip control unit 111 provided in this application embodiment includes: a first identification subunit 21 and a first request generation subunit 22; the first request generation subunit 22 is communicatively connected to the first identification subunit 21 and the power domain controller 12. The first identification subunit 21 can be communicatively connected to wheel speed sensors deployed on the vehicle. In one possible implementation, the first identification subunit 21 is used to identify whether the vehicle is experiencing wheel slippage using the wheel speed uploaded by the wheel speed sensors; if wheel slippage is detected, it sends a wheel slippage warning to the first request generation subunit 22.

[0063] The wheel slippage warning may include the slippage rate of the slipping wheel.

[0064] In some embodiments, the first identification subunit 21 may include a signal interface module, a microcontroller unit (MCU), and a storage module. The signal interface module connects the wheel speed sensor and the microcontroller unit, and the calibration storage module is connected to the microcontroller unit.

[0065] The signal interface module may include multiple wheel speed signal input ports, such as a first input port, a second input port, etc., which are used to connect to the wheel speed sensor signal lines corresponding to different wheels of the vehicle. The microcontroller unit may include a signal processing core and a slip ratio calculation logic unit. The storage module may pre-store slip ratio threshold parameters used to determine slippage.

[0066] For example, the first input port can be connected to the signal line of the left front wheel speed sensor to receive the left front wheel speed pulse signal. The second input port is connected to the signal line of the right front wheel speed sensor to receive the right front wheel speed pulse signal. The signal interface module can filter and shape the received wheel speed pulse signals before transmitting them to the signal processing core of the microcontroller unit.

[0067] For example, the signal processing core of the microcontroller is used to convert the received wheel speed pulse signals into the instantaneous angular velocities of each wheel. The slip ratio calculation logic unit is used to calculate the reference vehicle speed and drive wheel speed based on the instantaneous angular velocities, and further calculate the real-time slip ratio of the drive wheels based on the drive wheel speeds.

[0068] For example, the storage module pre-stores slip ratio thresholds corresponding to different road surface adhesion conditions (such as high-adhesion asphalt roads and low-adhesion icy / snow roads). (For example, the threshold for high-adhesion asphalt roads is 15%, and the threshold for low-adhesion icy / snow roads is 8%). The microcontroller unit compares the real-time slip ratio calculated by the slip ratio calculation logic unit with the current slip ratio threshold read from the calibration storage module. If the real-time slip ratio continues to exceed the threshold for a preset time (e.g., 20 milliseconds), it is determined that the corresponding wheel has slipped.

[0069] At this time, the microcontroller generates a "wheel slippage warning" digital signal containing a slipping wheel identifier (such as "left front drive wheel") and a calculated slip ratio value (such as "18%)", and sends it to the first request generation subunit 22 through its communication port.

[0070] As can be seen, this application, by concretizing the first identification subunit 21 into a hardware module integrating a signal interface, dedicated processing logic, and calibration data, achieves real-time identification of wheel slippage. Through a built-in algorithm, it quickly calculates the slip ratio, significantly reducing the delay from signal acquisition to state judgment. This avoids the lag caused by the multi-node transmission of wheel speed signals and unified calculation by the upper-level controller in traditional solutions, thus saving crucial time for the subsequent generation and reporting of torque control requests.

[0071] In one possible implementation, after receiving a wheel slippage warning, a first request generation subunit 22 is used to generate and send a torque control request to the power domain controller based on the wheel slippage warning and operating parameters that affect operational stability.

[0072] Specifically, when the vehicle is in a driving state, the engine output torque adjustment is used to reduce the powertrain output torque. When the vehicle is in a braking state, the engine output torque adjustment is used to reduce the powertrain's drag torque, thereby effectively increasing the powertrain output torque. Operating parameters may include at least one of the following: longitudinal acceleration, lateral acceleration, yaw angle, and yaw rate.

[0073] In some embodiments, refer to Figure 3 The first request generation subunit 22 includes a TCS 31 and an Electronic Drag-force Control Layer (EDC) 32.

[0074] In one possible implementation, TCS31 and EDC32 are two parallel and independent control logic layers or software modules implemented within the first request generation subunit 22. TCS31 and EDC32 share the "wheel slippage warning" from the first identification subunit 21 and the "operational parameters affecting operational stability" (such as vehicle speed, yaw rate, longitudinal acceleration, etc.) obtained from the vehicle CAN bus as inputs, but are activated according to different operating conditions and use their own proprietary control algorithms to generate targeted torque regulation requests.

[0075] Specifically, when the vehicle is in driving mode, a torque control request is generated using TCS31. Alternatively, when the vehicle is in braking mode, a torque control request is generated using EDC32.

[0076] In some embodiments, the first request generation subunit 22 further includes a working condition arbitration and distribution module, and a request fusion and sending module.

[0077] The input of the working condition arbitration and distribution module is connected to the first identification subunit 21 and the vehicle CAN bus. Its first output is connected to the input of TCS31, and its second output is connected to the input of EDC32. The outputs of both TCS31 and EDC32 are connected to the input of the request fusion and transmission module. The output of the request fusion and transmission module is connected to the power domain controller 12.

[0078] For example, the operating condition arbitration and distribution module analyzes the vehicle status in real time. Its core judgment logic includes monitoring the drive motor torque command and longitudinal acceleration. When the torque command indicates a torque greater than zero and the longitudinal acceleration is greater than zero (or greater than a positive threshold close to zero), the vehicle is determined to be in driving condition, and TCS31 is activated. At the same time, a "wheel slippage warning" and operating parameters are sent to TCS31. When the vehicle is determined to be in energy recovery condition, or the torque command indicates a torque less than zero (indicating that the motor is in generating state, producing negative torque), the vehicle is determined to be in braking (energy recovery) condition, and EDC32 is activated. At the same time, a "wheel slippage warning" and operating parameters are sent to EDC32.

[0079] For example, under driving conditions, the activated TCS31 calculates a torque reduction (torque control request) to suppress excessive slippage of the drive wheels based on the received slip ratio of the slipping wheel and in combination with the vehicle's operating parameters, so as to reduce the output torque of the powertrain and restore the adhesion between the tire and the road surface.

[0080] Alternatively, under braking conditions, the activated EDC32, based on the received slip ratio of the slipping wheel and combined with the vehicle's operating parameters, calculates a negative torque compensation amount (torque control request) to mitigate the tendency for wheel lock-up caused by excessive negative torque from energy recovery. This value is positive, instructing the powertrain to reduce the drag torque it generates (i.e., to reduce the absolute value of the negative torque). This increases the net output torque of the powertrain (slightly slowing vehicle deceleration) and thus prevents braking slippage.

[0081] For example, the request fusion and transmission module receives torque adjustment amounts from TCS31 or EDC32. At any given time, typically only one module is active and outputs a valid request. The request fusion and transmission module encapsulates the torque adjustment amount, the corresponding control layer identifier (TCS or EDC), the slipping wheel ID, and other information into a standardized CAN message (e.g., ID 0x1A0), and sends it to the power domain controller 12 via the CAN bus.

[0082] As can be seen, this application integrates TCS31 and EDC32 within the first request generation subunit 22 to achieve torque regulation for both driving and braking. TCS31 specifically handles active slippage caused by excessive motor drive torque, while EDC32 specifically handles passive slippage caused by excessive energy recovery reverse drag. This architecture decouples the two types of problems from the control source, avoiding system conflicts that may arise from using a single general algorithm to handle slippage under two different operating conditions. This allows for more accurate and faster generation of the most suitable torque regulation request, effectively solving the slippage and fishtailing problems caused by "excessive drive torque response" and "energy recovery single-axle electric braking reverse drag," respectively, and improving the dynamic stability and safety of the vehicle under various complex operating conditions.

[0083] In some embodiments, refer to Figure 2 The second wheel slip control unit 112 may include a second identification subunit 23 and a second request generation subunit 24. The second request generation subunit 24 is communicatively connected to the second identification subunit 23 and the power domain controller 12, respectively.

[0084] The second identification subunit 23 is used to identify whether wheel slippage has occurred in the vehicle using the resolver signal uploaded by the electric drive assembly 13. The second identification subunit 23 is also used to send a wheel slippage warning to the second request generation subunit 24 when wheel slippage is detected, the warning including the slip ratio of the slipping wheel. The second request generation subunit 24 is used to generate and send a wheel speed control request to the power domain controller 12 based on the wheel slippage warning and operating parameters affecting operational stability.

[0085] In some embodiments, the second identification subunit 23 may include a resolver signal decoding module, a dedicated processing unit (such as an ASIC or FPGA), and a speed comparison module. The input terminal of the resolver signal decoding module is connected to the resolver signal output terminal of the electric drive assembly 13, and its output terminal is connected to the dedicated processing unit. The dedicated processing unit is connected to the speed comparison module. Both the dedicated processing unit and the speed comparison module are connected to the vehicle's CAN bus to obtain reference information such as the speed of non-drive wheels.

[0086] For example, the electric drive assembly 13 acquires the resolver signal of the drive motor in real time through its internal motor controller. The resolver signal reflects the rotor position and speed of the drive motor. The electric drive assembly 13 sends the resolver signal or a pre-processed speed signal to the second identification subunit 33. The resolver signal decoding module receives the resolver signal and converts it into the real-time speed of the drive motor through a decoding algorithm. The dedicated processing unit further converts the speed into the actual wheel speed of the drive wheels according to the reduction ratio of the drive motor.

[0087] For example, the speed comparison module obtains the vehicle reference speed estimated from the non-drive wheel speeds via the vehicle's CAN bus. A dedicated processing unit or the speed comparison module calculates the drive wheel slip ratio based on the resolver signal. The dedicated processing unit incorporates calibration and comparison logic similar to that in the first identification subunit 21, comparing the drive wheel slip ratio with a preset slip ratio threshold. If the drive wheel slip ratio continuously exceeds the slip ratio threshold, slippage is determined to have occurred, and a "wheel slippage warning" containing the slipping drive wheel identifier and the drive wheel slip ratio value is generated and sent to the second request generation subunit 24.

[0088] As can be seen, this application introduces slippage recognition based on resolver signals by setting a second recognition subunit 23. The resolver signal comes directly from the motor, and its high frequency and extremely low delay provide an ultra-high response speed recognition method for wheel slippage. It is particularly suitable for recognizing instantaneous deep slippage caused by sudden changes in motor torque (such as sudden pressing of the accelerator pedal at start-up), making up for the shortcomings of traditional wheel speed sensor-based recognition in terms of signal update rate and initial response, and providing dual protection for vehicle stability control.

[0089] In some embodiments, refer to Figure 3 The second request generation subunit 24 includes a Distributed Traction Control System Layer (DTCS) 33 and an Electric Drag-force Torque Control Layer (EDTC) 34. The second request generation subunit 24 is specifically used for: When the vehicle is in driving mode, use DTCS33 to generate wheel speed control requests; When the vehicle is braking, EDTC34 is used to generate wheel speed control requests.

[0090] DTCS and EDTC are two parallel and independent control logic layers or software modules implemented within the second request generation subunit 24. They share the "wheel slippage warning" from the second identification subunit 23 and the "operational parameters affecting operational stability" obtained from the vehicle's CAN bus as inputs, and are activated according to different operating conditions.

[0091] In some embodiments, the second request generation subunit 24 further includes a working condition arbitration and distribution module, DTCS33, EDTC34, and a request fusion and sending module. The connection relationships between the modules are similar to those of the corresponding modules in the first request generation subunit 22. Further details are omitted here.

[0092] For example, the logic of the working condition arbitration and distribution module is similar to that of the module in the first request generation subunit 22. It determines whether the current working condition is driving or braking based on the direction of the drive motor torque command, the energy recovery status, etc., and activates DTCS33 or EDTC34 accordingly.

[0093] For example, under driving conditions, the DTCS33 can calculate a target wheel speed for the slipping drive wheel based on the slip ratio and operating parameters, using its internal algorithm (e.g., a speed control algorithm including feedforward and feedback). This target wheel speed is a target value lower than the current slipping wheel speed but higher than the wheel speed corresponding to the current reference vehicle speed, designed to smoothly pull the drive wheel speed back to the high-adhesion range. The power domain controller 12 can calculate the required motor torque based on the target wheel speed to achieve this target speed.

[0094] Alternatively, under braking conditions, to prevent wheel lock-up due to negative torque from energy recovery, the EDTC34 can calculate a target wheel speed based on the slip ratio. This target wheel speed is usually slightly higher than the wheel speed at which lock-up is currently likely (or higher than a minimum safe speed calculated based on vehicle speed). The aim is to instruct the powertrain to stabilize the wheel speed at this target value by adjusting the generator torque (i.e., dragging the negative torque), thus preventing complete lock-up.

[0095] For example, the request fusion and sending module encapsulates information such as the target wheel speed, corresponding control layer identifier, and target wheel ID from DTCS33 or EDTC34 into a CAN message and sends it to the power domain controller 12.

[0096] In one possible implementation, the first wheel slip control unit 111 can receive environmental information and adjust the generated target drive torque based on the environmental information. Simultaneously, the second wheel slip control unit 112 can receive environmental information and adjust the generated target drive speed based on the environmental information.

[0097] The environmental information may include at least one of the following: rainfall, temperature, water accumulation, bends, slopes, and extreme cold.

[0098] For example, when a vehicle detects water accumulation on the road surface using sensors (such as cameras, radar, humidity / temperature sensors, and navigation maps), it can determine that the road surface adhesion coefficient has decreased. The first-wheel slip control unit 111 can correspondingly increase its slip detection sensitivity and, when generating a torque control request, adopt a more conservative slip rate threshold and a gentler torque reduction gradient. This proactively prevents severe hydroplaning caused by sudden torque changes on wet roads, while avoiding abrupt torque cut-off that could affect ride comfort.

[0099] Meanwhile, upon receiving information about water accumulation, the second wheel slip control unit 112 can actively reduce the requested target drive speed. Under driving conditions, a lower stable target wheel speed can be set to allow for a larger safety margin, preventing the wheels from breaking through the water film and causing hydroplaning. Under braking conditions, a higher target wheel speed can be generated to reduce drag torque and prevent the wheels from locking up on wet surfaces and losing lateral stability.

[0100] As can be seen, the embodiments of this application integrate DTCS33 and EDTC34 in the second wheel slip control unit 112. DTCS33, for driving conditions, can suppress drive wheel slippage more smoothly and accurately through wheel speed closed-loop control, and is especially suitable for independent control of single wheel torque in distributed drive vehicles, effectively improving deep slippage and vehicle jerking during start-up. EDTC34, for braking conditions, coordinates electric braking through target wheel speed control, which can more directly prevent wheel lock-up and achieve more ideal coordination with hydraulic braking (ABS). This provides a direct and accurate input for the power domain controller 12 to realize yaw closed-loop control, solves the "interference" between multiple system controls, and achieves coordinated torque response of the whole vehicle.

[0101] In some embodiments, refer to Figure 4 The electric drive assembly 13 includes a dynamic motor control unit 25, a torque arbitration unit 26, and a torque execution unit 27. The torque arbitration unit 26 is communicatively connected to both the dynamic motor control unit 25 and the torque execution unit 27.

[0102] In one possible implementation, the dynamic motor control unit 25 is used to receive a target drive speed sent from the power domain controller 12, determine the equivalent torque corresponding to the target drive speed, and then send the equivalent torque to the torque arbitration unit 26.

[0103] The torque arbitration unit 26 arbitrates the equivalent torque and the target drive torque from the power domain controller 12 to determine the final execution torque, and sends the execution torque to the torque execution unit 27.

[0104] The torque actuation unit 27 is used to control the drive motor 14 to execute the actuated torque in order to suppress wheel slippage.

[0105] For example, the dynamic motor control unit 25 may include a speed-torque mapping module and a feedforward compensation module. The speed-torque mapping module receives the target drive speed at its input and internally stores a mapping table of the theoretical drive / braking torque required to reach the steady-state speed at different speeds. The feedforward compensation module dynamically compensates for the theoretical torque based on the vehicle's real-time status (such as vehicle speed and battery voltage), and finally outputs a precise equivalent torque to the torque arbitration unit 26.

[0106] For example, when the target drive speed sent by the power domain controller 12 is 800 revolutions per minute (rpm), the aim is to smoothly pull the speed of slipping wheels back from an excessively high 1000 rpm. The speed-torque mapping module looks up the required drive torque of -50 Nm from the mapping table to maintain a stable speed of 800 rpm. The feedforward compensation module makes fine adjustments based on the current operating conditions, ultimately outputting an equivalent torque of -48 Nm to the torque arbitration unit 26.

[0107] Furthermore, the torque arbitration unit 26 is specifically used to determine the torque with the smaller absolute value between the equivalent torque and the target drive torque as the execution torque.

[0108] For example, if the power domain controller 12 simultaneously sends a target drive torque of -30 Nm (from a TCS request) and an equivalent torque of -48 Nm, the arbitration logic compares -30 Nm and -48 Nm. Since -30 Nm is the smaller absolute value, the torque of -30 Nm is ultimately executed.

[0109] In one embodiment, reference is made to... Figure 4 The electric drive assembly 13 also includes a torque active intervention unit 28. The torque active intervention unit 28 is communicatively connected to the torque arbitration unit 26 and is used to transmit the limiting torque to the torque arbitration unit 26. The limiting torque is a hard boundary used to ensure the safe operation of the drive motor 14 (such as preventing motor overcurrent, overtemperature, and overspeed).

[0110] In one possible implementation, the torque arbitration unit 26 is specifically used to determine the minimum torque among the equivalent torque, the target drive torque, and the limiting torque as the final execution torque.

[0111] For example, the torque active intervention unit 28 can be a safety monitoring and torque limiting function built into the motor controller (IPU) inside the electric drive assembly 13. The torque active intervention unit 28 can continuously monitor parameters such as motor current, temperature, and speed. Once any parameter approaches the safety threshold, it calculates and outputs a real-time limiting torque (for example, limiting the torque to -20 Nm due to excessive temperature).

[0112] Therefore, with an equivalent torque of -48 Nm (to achieve the target speed), a target drive torque of -30 Nm (from the stability request of the power domain controller), and a limiting torque of -20 Nm, -48 can be used as the final execution torque.

[0113] As can be seen, the embodiments of this application integrate a dynamic motor control unit 25, a torque arbitration unit 26, and a torque execution unit 27 into the electric drive assembly 13, and optionally introduce a torque active intervention unit 28. The torque arbitration unit 26 can acquire the target drive torque based on stability, the equivalent torque corresponding to the target speed, and the limit torque based on safety from the power domain controller. Through real-time comparison and arbitration, it ensures that the output execution torque simultaneously meets the vehicle stability control target and the drive system's own safety boundary. This fundamentally solves the problem of multi-system control misalignment leading to disordered vehicle torque response, efficiently resolving coordination contradictions among multiple systems within the electric drive assembly, achieving unified, safe, and rapid execution of torque commands, thereby making the vehicle torque coordination control precise and reliable.

[0114] In some embodiments, refer to Figure 5 The IBCU11 also includes a braking demand arbitration unit 29; the power domain controller 12 includes a drive demand arbitration unit 210, a drive motor torque arbitration unit 211, and a drive motor speed arbitration unit 212. The drive motor torque arbitration unit 211 is communicatively connected to the first wheel-end slip control unit 111, the braking demand arbitration unit 29, the drive demand arbitration unit 210, and the electric drive assembly 13, respectively. The drive motor speed arbitration unit 212 is communicatively connected to the second wheel-end slip control unit 112 and the electric drive assembly 13, respectively.

[0115] In one possible implementation, braking demand arbitration unit 29 is used to determine the braking demand torque of the vehicle and send the braking demand torque to drive motor torque arbitration unit 211. Drive demand arbitration unit 210 is used to determine the drive demand torque of the vehicle and send the drive demand torque to drive motor torque arbitration unit 211.

[0116] For example, the braking demand arbitration unit 29 can receive deceleration requests based on brake pedal position sensor signals, adaptive cruise control and other advanced driver assistance systems, and then arbitrate and determine the total braking demand torque of the vehicle based on the brake pedal position sensor signals, deceleration requests and vehicle stability control requirements, and send the braking demand torque to the drive motor torque arbitration unit 211.

[0117] Additionally, the drive demand arbitration unit 210 is used to receive and arbitrate the total drive demand torque of the vehicle based on the accelerator pedal position sensor signal, the driving mode selected by the driver, and acceleration requests from systems such as cruise control, and then send the drive demand torque to the drive motor torque arbitration unit 211.

[0118] Furthermore, the drive motor torque arbitration unit 211 is used to determine the target drive torque based on the vehicle's power demand torque and the torque control request sent by the first wheel-end slippage control unit 111, and send the target drive torque to the electric drive assembly. Additionally, the drive motor speed arbitration unit 212 is used to determine the target drive speed based on the wheel speed control request sent by the second wheel-end slippage control unit 112, and send the target drive speed to the electric drive assembly 13.

[0119] Among them, the power demand torque is either the braking demand torque or the driving demand torque.

[0120] As can be seen, this embodiment integrates the braking demand arbitration unit 29 into the IBCU 11, and integrates the drive demand arbitration, motor torque arbitration, and motor speed arbitration units into the power domain controller 12, constructing a clear decision-making hierarchy. The drive motor torque arbitration unit 211, as the arbitration point for torque commands, uniformly processes commands from the driver (drive / braking demands) and the active safety system (slippage control requests), fundamentally eliminating potential conflicts and disturbances caused by multi-source torque commands, and ensuring the uniqueness and coordination of the target drive torque. The drive motor speed arbitration unit 212 specifically handles higher-precision wheel speed closed-loop control commands, achieving precise dual-path management of torque control and speed control.

[0121] In some embodiments, such as Figure 6 As shown, the Integrated Braking Control Module (IBCU) also includes a Regenerative Braking System (RBS) 213. The Braking Demand Arbitration Unit 29 is communicatively connected to the Power Domain Controller 12.

[0122] In one possible implementation, the braking demand arbitration unit 29 is also used to send the braking demand torque to the RBS 213. The RBS 213 is used to determine the actual electric braking torque of the vehicle; then, if the actual electric braking torque is less than the braking demand torque, the RBS 213 can determine the braking torque difference between the actual electric braking torque and the braking demand torque, so as to make up the braking torque difference through a coordinated braking method of coasting braking and electro-hydraulic braking.

[0123] For example, when the driver depresses the brake pedal, generating a braking torque demand of -500 Nm, the braking demand arbitration unit 29 sends the braking torque demand to the RBS 213. Based on the current battery charging acceptance capacity, drive motor power, and temperature state, the RBS 213 calculates the maximum safe-to-achieve actual electric braking torque to be -300 Nm. At this time, the actual electric braking torque (-300 Nm) is less than the braking torque demand (-500 Nm), with a braking torque difference of -200 Nm. The RBS 213 then initiates a cooperative braking process to decompose and process this -200 Nm difference, compensating for the braking torque difference through a cooperative braking method combining coasting braking and electro-hydraulic braking.

[0124] In some embodiments, refer to Figure 6 The power domain controller also includes a coasting brake torque arbitration unit 214. The coasting brake torque arbitration unit 214 is communicatively connected to the RBS 213.

[0125] In one possible implementation, the coasting braking torque arbitration unit 214 determines the vehicle's coasting braking torque and sends it to the RBS 213. The RBS 213 determines the torque difference between the braking torque difference and the coasting braking torque as the target braking torque; and supplements the target braking torque through electro-hydraulic braking.

[0126] In some embodiments, refer to Figure 6 The integrated brake control module (IBCU) also includes an electro-hydraulic brake control unit 215. The electro-hydraulic brake control unit 215 is communicatively connected to the RBS 213.

[0127] In one possible implementation, RBS213 is used to send the target braking torque to the electro-hydraulic brake control unit 215. The electro-hydraulic brake control unit 215 is used to distribute the target braking torque to each wheel brake based on the braking type of each wheel brake in the vehicle's electro-hydraulic braking system. The braking types include hydraulic braking and brake-by-wire braking.

[0128] For example, when the vehicle is in a coasting state (the driver releases the accelerator pedal and does not depress the brake pedal), the coasting brake torque arbitration unit 214 calculates and outputs a desired coasting brake torque, such as -100 Nm, based on the current vehicle speed, battery charge, driving mode, etc., and sends the coasting brake torque to the RBS 213. Subsequently, assuming the driver slightly depresses the brake pedal, the brake demand arbitration unit 29 generates a brake demand torque of -300 Nm. The maximum actual electric braking torque calculated by the RBS 213 is -100 Nm. At this time, the braking torque difference is -200 Nm. Furthermore, the RBS 213 determines the torque difference between the braking torque difference and the coasting brake torque as the target braking torque (-100 Nm) and sends the target braking torque to the electro-hydraulic brake control unit 215, so that the electro-hydraulic brake control unit 215 distributes the target braking torque to each wheel brake based on the braking type of each wheel brake of the vehicle's electro-hydraulic brake system.

[0129] As can be seen, this embodiment of the application constructs a fully integrated, closed-loop control chain, from brake demand arbitration and regenerative braking force calculation to hydraulic / wire-controlled power distribution, through the coasting brake torque arbitration unit 214, the electro-hydraulic brake control unit 215, and the RBS 213. This allows the generation, distribution, and execution of braking force commands to be completed at high speed within the same controller when electro-hydraulic braking supplementation is required, greatly shortening the system response time. Simultaneously, the electro-hydraulic brake control unit 215 can perform precise inter-wheel braking force distribution based on vehicle dynamics, not only supplementing deceleration but also actively generating yaw moment to assist in stabilizing the vehicle body, thereby achieving deep synergy between drive anti-slip control and stability control.

[0130] In some embodiments, such as Figure 7 As shown, this application can be passed Figure 7 The IBCU11 in the system implements the following vehicle slippage control process: S701-S702.

[0131] S701: Using the wheel speed data uploaded by the wheel speed sensors in the vehicle, identify whether the vehicle is experiencing wheel slippage; if wheel slippage is detected, send a torque control request to the power domain controller.

[0132] The torque regulation request includes the amount of powertrain output torque adjustment used to suppress wheel slippage.

[0133] S702: Using the resolver signal uploaded by the electric drive assembly, identify whether the vehicle is experiencing wheel slippage; and if wheel slippage is detected, send a wheel speed control request to the power domain controller.

[0134] The wheel speed control request includes a target wheel speed to suppress wheel slippage. The power domain controller, in response to the torque control request and / or wheel speed control request, determines the target drive torque and target drive speed of the drive motor in the vehicle and sends them to the electric drive assembly. The electric drive assembly, based on the target drive torque and target drive speed, controls the drive motor to suppress wheel slippage.

[0135] Understandably, the specific implementation of the vehicle slip control process can be found in the above description of the vehicle slip control system, and will not be repeated here.

[0136] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as instructions IBCU11 executed to implement the methods described above.

[0137] In some embodiments, such as Figure 8 As shown, Figure 8 This is a schematic diagram illustrating the structure of another vehicle skidding control system according to an exemplary embodiment.

[0138] The vehicle slip control system may include: wheels, wiper system switch, rain sensor, front electric drive assembly, brake demand controller, accelerator pedal, brake pedal, wheel speed sensor, hydraulic lines of hydraulic braking system, intelligent driving controller, power domain controller, brake demand arbitration unit, rear electric drive assembly, and vehicle sensors.

[0139] In some embodiments, such as Figure 9 As shown, Figure 9 This is a schematic diagram illustrating a vehicle skidding control process according to an exemplary embodiment.

[0140] The vehicle slippage control process can include the acquisition and processing of multiple input signals, including intelligent driving deceleration requests, driver deceleration requests, longitudinal / lateral acceleration, steering angle, yaw rate transmitted via CAN bus, four-wheel wheel speeds and rotational speeds provided by resolver signals, road surface identification information (environmental parameters such as rainfall, temperature, water accumulation, curves, slopes, and extreme cold), and driver acceleration requests. These multiple input signals are respectively input to the braking system and the powertrain system. The braking system analyzes the NCA and driver braking requirements, and, in conjunction with electro-hydraulic load, slippage torque control, and slippage speed control, sends braking force requests to the four-wheel brakes, while simultaneously sending torque targets, speed targets, and electric braking targets to the powertrain system. The powertrain system, based on brake energy recovery capacity calculations, coasting fluid replenishment requirements, electric braking distribution, electric braking limits, driver coasting / acceleration requirement analysis, actual torque calculation, torque / speed arbitration, and scene recognition, outputs electric drive torque and electric drive speed to the drive system. The drive system then combines torque arbitration, DMC commands, active slippage control, active hardware protection, and anti-shake control to execute the vehicle torque request to suppress wheel slippage.

[0141] Specifically, the first wheel slip control unit 111 uses the wheel speed uploaded by the wheel speed sensor to identify slippage. If slippage is detected, it sends a torque control request containing the slip ratio to the power domain controller 12, that is, a torque control request generated by TCS31 (driving condition) or EDC32 (braking condition), to adjust the powertrain output torque.

[0142] The second wheel slip control unit 112 identifies slippage based on the resolver signal uploaded by the electric drive assembly 13. If slippage is detected, it sends a wheel speed control request containing the target wheel speed to the power domain controller 12, i.e., a wheel speed control request generated by DTCS33 (driving condition) or EDTC34 (braking condition), to adjust the drive motor speed. The power domain controller 12 integrates the torque control request and the wheel speed control request, and through the drive motor torque arbitration unit 211 and the drive motor speed arbitration unit 212, determines the target drive torque and the target drive speed respectively, and sends them to the electric drive assembly 13.

[0143] The dynamic motor control unit 25 in the electric drive assembly 13 calculates the equivalent torque based on the target speed. The torque arbitration unit 26 takes the minimum value among the equivalent torque, the target drive torque, and the limiting torque uploaded by the torque active intervention unit 28 as the execution torque, which is then executed by the drive motor 14 controlled by the torque execution unit 27 to achieve slippage suppression.

[0144] Meanwhile, the braking demand arbitration unit 29 in IBCU11 sends the braking demand torque to RBS213. RBS213 determines the target braking torque based on the difference between the actual electric braking torque and the demand torque, combined with the coasting braking torque provided by the coasting braking torque arbitration unit 214. It then distributes the target braking torque to each wheel brake (hydraulic or brake-by-wire) through the electro-hydraulic brake control unit 215. This ensures accurate replenishment of braking torque while guaranteeing energy recovery, ultimately achieving a more reasonable coordinated distribution of recovery, hydraulic braking torque, and slip control without compromising driver intent under conditions where road surface recognition and recovery capabilities are limited.

[0145] In some embodiments, such as Figure 10 As shown, Figure 10 This is a schematic diagram illustrating the interaction signals between different components of a vehicle skidding control system according to an exemplary embodiment.

[0146] In one possible implementation, the electric drive assembly 13 can send to the IBCU 11 a motor speed effective bit (front axle / rear axle / four wheels), motor speed (front axle / rear axle / four wheels), speed control available flag bit (front axle / rear axle / four wheels), downshift speed control activated flag bit (front axle / rear axle / four wheels), torque boost speed control activated flag bit (front axle / rear axle / four wheels), and speed control target motor torque (front axle / rear axle / four wheels).

[0147] The power domain controller 12 can send the vehicle's drivability status, target gear, actual gear, accelerator pedal opening, and virtual accelerator pedal opening to the IBCU 11.

[0148] The dynamics domain controller 12 can send the potential wheel-end torque status (vehicle), the potential wheel-end torque (vehicle), the actual wheel-end torque status (vehicle), and the actual wheel-end torque (vehicle) of regenerative braking to the RBS21 in the IBCU11. The RBS21 in the IBCU11 can send the target wheel-end torque status (vehicle) and the target wheel-end torque (vehicle) of regenerative braking to the dynamics domain controller 12.

[0149] The power domain controller 12 can send the driver's required wheel-end torque valid bit (front axle / rear axle / four wheels), the driver's required wheel-end torque (front axle / rear axle / four wheels), the actual wheel-end torque valid bit (front axle / rear axle / four wheels), and the actual wheel-end torque (front axle / rear axle / four wheels) to the TCS31 / ESC in the IBCU11.

[0150] The TCS31 / EDC in IBCU11 can send the following flags to the power domain controller 12: TCS / EDC fault flag, TCS / EDC function enable flag, TCS / EDC activation flag, EDC availability fault flag, torque reduction target wheel-end torque activation flag (front axle / rear axle / four wheels), torque reduction target wheel-end torque (front axle / rear axle / four wheels), torque increase target wheel-end torque activation flag (front axle / rear axle / four wheels), torque increase target wheel-end torque (front axle / rear axle / four wheels), torque reduction control mode (front axle / rear axle / four wheels), target speed upper limit (front axle / rear axle / four wheels), torque increase control mode (front axle / rear axle / four wheels), and target speed lower limit (front axle / rear axle / four wheels).

[0151] IBCU11 can send the reference vehicle speed valid bit and reference vehicle speed to the power domain controller 12. The power domain controller 12 can send the target motor speed (front axle / rear axle / four wheels), torque reduction control mode (front axle / rear axle / four wheels), target motor speed upper limit (front axle / rear axle / four wheels), torque increase control mode (front axle / rear axle / four wheels), and target motor speed lower limit (front axle / rear axle / four wheels) to the electric drive assembly 13.

[0152] Understandably, the IBCU11 can detect wheel slippage, coordinate regenerative braking and electro-hydraulic braking through the RB213S, and actively adjust torque and speed through the TCS31 / EDC. The power domain controller 12 can integrate the requirements of driving, braking, and slippage suppression, and issue precise target torque and speed commands to the electric drive assembly, thereby achieving real-time, coordinated, and precise control of wheel slippage, ensuring the vehicle's driving stability and energy recovery efficiency under complex operating conditions.

[0153] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device. In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by IBCU11 to perform the methods in the above embodiments.

[0154] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0155] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0156] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0157] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0158] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0159] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of 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, ROM, RAM, magnetic disks, or optical disks.

[0160] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to execute the vehicle skidding control method described in the above method embodiments.

[0161] This application also provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the vehicle skidding control method in the method flow shown in the above method embodiments.

[0162] The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, a register, a hard disk, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof, or any other form of computer-readable storage medium known in the art. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can reside in an application-specific integrated circuit (ASIC). In embodiments of this application, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0163] Since the computer-readable storage medium and computer program product in the embodiments of this application can be applied to the above methods, the technical effects that can be obtained can also be referred to the above method embodiments, and the embodiments of this application will not be repeated here.

[0164] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle skidding control system, characterized in that, The vehicle slip control system includes: an integrated brake control module (IBCU), a power domain controller, and an electric drive assembly; the IBCU includes a first wheel-end slip control unit and a second wheel-end slip control unit; the power domain controller is communicatively connected to the first wheel-end slip control unit, the second wheel-end slip control unit, and the electric drive assembly; the second wheel-end slip control unit is communicatively connected to the electric drive assembly. The first wheel slip control unit is used to identify whether the vehicle is experiencing wheel slippage by using the wheel speed uploaded by the wheel speed sensor in the vehicle; when wheel slippage is detected, it sends a torque control request to the power domain controller; the torque control request includes a powertrain output torque adjustment amount for suppressing wheel slippage. The second wheel slip control unit is used to identify whether the vehicle is experiencing wheel slippage using the resolver signal uploaded by the electric drive assembly; and when wheel slippage is detected, to send a wheel speed control request to the power domain controller; wherein the wheel speed control request includes a target wheel speed to suppress the slipping wheel after wheel slippage. The power domain controller is configured to, in response to the torque control request and / or the wheel speed control request, determine the target drive torque and target drive speed of the drive motor in the vehicle, and send them to the electric drive assembly. The electric drive assembly is used to control the drive motor based on the target drive torque and the target drive speed to suppress wheel slippage.

2. The vehicle slippage control system according to claim 1, characterized in that, The first wheel-end slip control unit includes: a first identification subunit and a first request generation subunit; the first request generation subunit is communicatively connected to the first identification subunit and the power domain controller, respectively; The first identification subunit is used to identify whether the vehicle is experiencing wheel slippage by using the wheel speed uploaded by the wheel speed sensor; if wheel slippage is detected, the first request generation subunit sends a wheel slippage alert to the first request generation subunit; the wheel slippage alert includes the slip rate of the slipping wheel. The first request generation subunit is used to generate and send the torque regulation request to the power domain controller based on the wheel slippage warning and the operating parameters affecting operational stability; wherein, when the vehicle is in a driving condition, the engine output torque adjustment is used to reduce the powertrain output torque; when the vehicle is in a braking condition, the engine output torque adjustment is used to reduce the drag torque of the powertrain, so as to effectively increase the powertrain output torque.

3. The vehicle slippage control system according to claim 2, characterized in that, The first request generation subunit includes a traction control layer (TCS) and an electronic drag control layer (EDC); the first request generation subunit is specifically used for: When the vehicle is in the driving condition, the torque control request is generated using the TCS; When the vehicle is in the braking condition, the torque adjustment request is generated using the EDC.

4. The vehicle slippage control system according to claim 1, characterized in that, The second wheel-end slip control unit includes: a second identification subunit and a second request generation subunit; the second request generation subunit is communicatively connected to the second identification subunit and the power domain controller, respectively. The second identification subunit is used to identify whether the vehicle has experienced wheel slippage using the resolver signal uploaded by the electric drive assembly; and when wheel slippage is detected, to send a wheel slippage alert to the second request generation subunit; the wheel slippage alert includes the slip rate of the slipping wheel; The second request generation subunit is used to generate and send the wheel speed control request to the power domain controller based on the wheel slippage warning and the operating parameters affecting operational stability; wherein, when the vehicle is in a driving condition, the target wheel speed is the wheel speed that reduces the engine output torque; when the vehicle is in a braking condition, the target wheel speed is the wheel speed that increases the engine output torque.

5. The vehicle slippage control system according to claim 4, characterized in that, The second request generation subunit includes: a distributed traction control layer (DTCS) and a powertrain drag torque control layer (EDTC); the second request generation subunit is specifically used for: When the vehicle is in the driving condition, the wheel speed adjustment request is generated using the distributed traction control layer; When the vehicle is in the braking condition, the wheel speed adjustment request is generated using the powertrain drag torque control layer.

6. The vehicle slip control system according to any one of claims 2-5, characterized in that, The operating parameters include at least one of the following: longitudinal acceleration, lateral acceleration, yaw angle, and yaw rate.

7. The vehicle slip control system according to any one of claims 2-5, characterized in that, The electric drive assembly includes: a dynamic motor control unit, a torque arbitration unit, and a torque execution unit; wherein the torque arbitration unit is communicatively connected to both the dynamic motor control unit and the torque execution unit. The dynamic motor control unit is used to determine the equivalent torque corresponding to the target drive speed sent by the power domain controller, and send the equivalent torque to the torque arbitration unit. The torque arbitration unit is configured to determine the execution torque based on the equivalent torque and the target drive torque; and to send the execution torque to the torque execution unit. The torque execution unit is used to control the drive motor to execute the execution torque in order to suppress wheel slippage.

8. The vehicle slip control system according to claim 7, characterized in that, The torque arbitration unit is specifically used for: The torque with the smaller absolute value between the equivalent torque and the target driving torque is determined as the execution torque.

9. The vehicle slippage control system according to claim 7, characterized in that, The electric drive assembly further includes: a torque active intervention unit for uploading a limiting torque to the torque arbitration unit; the limiting torque is used to ensure the safe operation of the drive motor; the torque arbitration unit is specifically used for: The torque with the smaller absolute value among the equivalent torque, the target driving torque, and the limiting torque is determined as the execution torque.

10. The vehicle slip control system according to any one of claims 1-5, characterized in that, The integrated braking control module (IBCU) further includes: a braking demand arbitration unit; the power domain controller includes a drive demand arbitration unit, a drive motor torque arbitration unit, and a drive motor speed arbitration unit; the drive motor torque arbitration unit is communicatively connected to the first wheel-end slippage control unit, the braking demand arbitration unit, the drive demand arbitration unit, and the electric drive assembly, respectively; the drive motor speed arbitration unit is communicatively connected to the second wheel-end slippage control unit and the electric drive assembly, respectively. The braking demand arbitration unit is used to determine the braking demand torque of the vehicle and send the braking demand torque to the drive motor torque arbitration unit. The drive demand arbitration unit is used to determine the drive demand torque of the vehicle and send the drive demand torque to the drive motor torque arbitration unit. The drive motor torque arbitration unit is used to determine the target drive torque based on the vehicle's power demand torque and the torque control request sent by the first wheel slippage control unit, and send the target drive torque to the electric drive assembly; the power demand torque is the braking demand torque or the drive demand torque; The drive motor speed arbitration unit is used to determine the target drive speed based on the wheel speed control request sent by the second wheel slippage control unit, and send the target drive speed to the electric drive assembly.

11. The vehicle slippage control system according to claim 10, characterized in that, The integrated braking control module (IBCU) also includes a regenerative braking unit (RBS); the braking demand arbitration unit is communicatively connected to the power domain controller. The braking demand arbitration unit is also used to send the braking demand torque to the regenerative braking unit RBS; The regenerative braking unit (RBS) is used to determine the actual electric braking torque of the vehicle. When the actual electric braking torque is less than the required braking torque, the difference between the actual electric braking torque and the required braking torque is determined; the difference is made up by a combined braking method of coasting braking and electro-hydraulic braking.

12. The vehicle slip control system according to claim 11, characterized in that, The power domain controller also includes a coasting braking torque arbitration unit; the coasting braking torque arbitration unit and the regenerative braking unit (RBS) are connected in communication. The coasting braking torque arbitration unit is used to determine the coasting braking torque of the vehicle and send it to the regenerative braking unit RBS; The regenerative braking unit (RBS) is used to determine the torque difference between the braking torque difference and the coasting braking torque as the target braking torque; and to supplement the target braking torque through the electro-hydraulic braking.

13. The vehicle slippage control system according to claim 12, characterized in that, The integrated braking control module (IBCU) also includes an electro-hydraulic braking control unit; the electro-hydraulic braking control unit is communicatively connected to the regenerative braking unit (RBS). The regenerative braking unit (RBS) is used to send the target braking torque to the electro-hydraulic braking control unit. The electro-hydraulic brake control unit is used to distribute the target braking torque to each wheel brake based on the braking type of each wheel brake of the vehicle's electro-hydraulic brake system. The braking types include hydraulic braking and brake-by-wire braking.

14. A method for controlling vehicle skidding, characterized in that, The method is applied to the integrated brake control module (IBCU) according to any one of claims 1-13; the method includes: Using the wheel speed data uploaded by the wheel speed sensors in the vehicle, it is determined whether the vehicle is experiencing wheel slippage; if wheel slippage is detected, a torque regulation request is sent to the power domain controller; wherein, the torque regulation request includes a powertrain output torque adjustment amount for suppressing wheel slippage; Using the resolver signal uploaded by the electric drive assembly, it is determined whether the vehicle is experiencing wheel slippage; and if wheel slippage is detected, a wheel speed control request is sent to the power domain controller; wherein the wheel speed control request includes a target wheel speed to suppress the slipping wheel after wheel slippage. The power domain controller is configured to, in response to the torque control request and / or the wheel speed control request, determine the target drive torque and target drive speed of the drive motor in the vehicle, and send them to the electric drive assembly; the electric drive assembly is configured to, based on the target drive torque and the target drive speed, control the drive motor to suppress wheel slippage.

15. A vehicle, characterized in that, The vehicle includes a vehicle slip control system as described in any one of claims 1-13.

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