Control system, method, vehicle and storage medium for a vehicle

Abstract

The application provides a control system and method of a vehicle, the vehicle and a storage medium. The system comprises a power system controller VCU and a brake system controller IBCU. The VCU is configured to send a total slip energy recovery torque to the IBCU when the vehicle is on a wet road and the current vehicle speed is greater than or equal to a vehicle speed threshold. The IBCU is configured to calculate the total slip energy recovery torque to obtain a total deceleration demand torque. The total deceleration demand torque is used to perform electric brake front and rear axle distribution and electro-hydraulic distribution to obtain front and rear axle recovery target torque. The front and rear axle recovery target torque is used to perform slip liquid supplementing to control the vehicle.

Description

Technical Field

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

[0002] In high-speed, slippery conditions, the electric vehicle's single axle (rear axle) experiences energy recovery from electric braking, causing it to slip and lose lateral grip, resulting in vehicle yaw / fishtailing and loss of control. Summary of the Invention

[0003] One objective of this application is to provide a vehicle control system to solve the problem of vehicle yaw / fishtailing loss of control; another objective is to provide a vehicle-based control method; a third objective is to provide a vehicle; a fourth objective is to provide a computer-readable storage medium; and a fifth objective is to provide a computer program product.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: This application provides a vehicle control system, which includes a powertrain controller (VCU) and a braking system controller (IBCU). The VCU is used to send the total coasting energy recovery torque to the IBCU when the vehicle is on a slippery surface and the vehicle's current speed is greater than or equal to the vehicle speed threshold. The IBCU is used to calculate the total torque for coasting energy recovery to obtain the total deceleration demand torque; based on the total deceleration demand torque, it performs electric braking front and rear axle distribution and electro-hydraulic distribution to obtain the front and rear axle recovery target torque; and based on the front and rear axle recovery target torque, it performs coasting fluid replenishment to control the vehicle.

[0005] Furthermore, the system also includes: a drive system controller (IPU); the IPU is used to send the actual regenerative torque of the front and rear axles to the IBCU; the IBCU is also used to perform coasting fluid replenishment based on the difference between the target regenerative torque of the front and rear axles and the actual regenerative torque of the front and rear axles.

[0006] Furthermore, the IBCU is also used to send the target torque for front and rear axle recovery to the VCU; the VCU is also used to perform drivability processing on the target torque for front and rear axle recovery to obtain the actual torque for front and rear axle recovery, and send the actual torque for front and rear axle recovery to the IPU.

[0007] Furthermore, the VCU is also used to determine the front and rear axle recovery torque limits when the vehicle is fully charged or the motor is faulty, and to send the front and rear axle recovery torque limits to the IBCU; the IBCU is also used to perform coasting fluid replenishment based on the difference between the front and rear axle recovery target torque and the actual front and rear axle recovery torque, as well as the front and rear axle recovery torque limits.

[0008] Furthermore, when the total recoverable torque of coasting energy is greater than or equal to the recovery torque limit of the front and rear axles, coasting fluid replenishment is performed based on the recovery torque limit of the front and rear axles and the difference; when the total recoverable torque of coasting energy is less than the recovery torque limit of the front and rear axles, coasting fluid replenishment is performed based on the total recoverable torque of coasting energy and the difference.

[0009] Furthermore, the IBCU is also used to perform electric braking front and rear axle distribution and electro-hydraulic distribution on the total deceleration demand torque based on the obtained influencing factors, to obtain the front and rear axle recovery target torque; the influencing factors include at least one of the following: front and rear axle weight ratio, rainfall level, and front and rear axle load distribution.

[0010] Furthermore, the IBCU is also used to determine the total coasting energy recovery torque as the total deceleration demand torque when the vehicle is in a coasting condition; to obtain the total braking energy recovery torque when the vehicle is in a braking condition; and to calculate the total deceleration demand torque by combining the total coasting energy recovery torque and the total braking energy recovery torque.

[0011] Furthermore, the system also includes: an Advanced Driver Assistance System (ADAS); the ADAS is used to send a deceleration request to the VCU or IBCU; the VCU is also used to parse the deceleration request to obtain the total coasting energy recovery torque, or to parse the accelerator pedal to obtain the total coasting energy recovery torque; the IBCU is also used to parse the deceleration request to obtain the total braking energy recovery torque, or to parse the brake pedal to obtain the total braking energy recovery torque.

[0012] This application provides a vehicle control method, the method comprising: When the vehicle is on a slippery road surface and the current vehicle speed is greater than or equal to the vehicle speed threshold, the total torque for coasting energy recovery is sent from the vehicle's powertrain controller (VCU) to the braking system controller (IBCU). The total torque for coasting energy recovery is calculated using the IBCU to obtain the total deceleration demand torque. Based on the total deceleration demand torque, electric braking is distributed between the front and rear axles and electro-hydraulic distribution is performed to obtain the target torque for front and rear axle recovery. Based on the target torque for front and rear axle recovery, coasting fluid replenishment is performed to control the vehicle.

[0013] Furthermore, coasting fluid replenishment is performed based on the target torque recovered from the front and rear axles, including: The drive system controller IPU sends the actual regenerative torque of the front and rear axles to the IBCU; Coasting fluid replenishment is performed using the IBCU based on the difference between the target torque and the actual torque recovered by the front and rear axles.

[0014] This application provides a vehicle that includes at least a vehicle controller, a powertrain controller (VCU), a braking system controller (IBCU), a vehicle identification system, and a vehicle CAN network gateway. The VCU, IBCU, and vehicle identification system communicate through the vehicle CAN network gateway. The vehicle controller stores computer programs or instructions, and when the computer programs or instructions are executed by the vehicle controller, the steps of the aforementioned method are implemented.

[0015] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the aforementioned method.

[0016] This application provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the steps of the aforementioned method.

[0017] In this embodiment, when the vehicle is in a high-speed, slippery environment, the total torque for coasting energy recovery is calculated using the IBCU to obtain the total deceleration demand torque. Based on the total deceleration demand torque, electric braking front and rear axle distribution and electro-hydraulic distribution are performed, as well as coasting fluid replenishment. By using electric braking front and rear axle distribution, electro-hydraulic distribution, and coasting fluid replenishment, the vehicle is provided with reduced deceleration, which can prevent the vehicle from skidding and fishtailing, and ensure the normal driving of the vehicle. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the architecture of a vehicle control system proposed in an embodiment of this application. Figure 1 ; Figure 2 This is a flowchart illustrating the steps of a vehicle control method proposed in an embodiment of this application; Figure 3 This is a schematic diagram of the architecture of a vehicle control system proposed in an embodiment of this application. Figure 2 ; Figure 4 This is a schematic diagram of the structure of a vehicle proposed in an embodiment of this application; Figure 5 This is a schematic diagram of the architecture of IBCU main conductive braking distribution proposed in an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] Figure 1This is a schematic diagram of the architecture of a vehicle control system proposed in an embodiment of this application. Figure 1 ,like Figure 1 As shown, the vehicle's control system 10 includes a power system controller 101 and a braking system controller 102.

[0021] The Vehicle Control Unit (VCU) is responsible for the overall scheduling of the vehicle's powertrain logic. For example, the VCU can receive signals such as throttle, gear position, and vehicle speed, send torque / energy recovery commands to the motor controller, and also interact with the IBCU to coordinate braking.

[0022] The Integrated Brake Control Unit (IBCU) is responsible for regulating hydraulic brake pressure. For example, when the driver applies the brakes, it coordinates the distribution of electric and hydraulic braking, calculates the braking force requirement, and interacts with the VCU. Additionally, it can perform hydraulic circuit pressure-maintaining functions such as coasting fluid replenishment.

[0023] The VCU is used to send the total coasting energy recovery torque to the IBCU when the vehicle is on a slippery surface and the vehicle's current speed is greater than or equal to a speed threshold.

[0024] Among them, if the vehicle is on a wet and slippery road surface and the vehicle's current speed is greater than or equal to the speed threshold, it indicates that the vehicle is currently in a high-speed wet and slippery scenario.

[0025] In some embodiments, the control system may further include a vehicle identification system, i.e., a whole vehicle identification system, including but not limited to: a wiper system, a sunlight and rain sensor, and millimeter-wave radar / liDAR / image recognition / light sensing of the Advanced Driver Assistance System (ADAS) 103. The wiper system and sunlight and rain sensor identify heavy rain / tight rain / light rain / drizzle as "fast / medium / slow" based on the wiper's operating status. The ADAS uses radar / cameras, etc., to identify the rainy weather / road surface water conditions / water film depth to determine whether the vehicle is on a slippery road surface.

[0026] In some embodiments, when the driver releases the accelerator pedal and does not depress the brake pedal, the vehicle is in a coasting state, triggering coasting energy recovery. When the driver depresses the brake pedal, the vehicle is in a braking state, triggering braking energy recovery.

[0027] In some embodiments, the VCU can analyze the accelerator pedal to obtain the total coasting energy recovery torque. For example, the VCU can collect input signals in real time, such as accelerator pedal opening (pedal fully returned to zero), current vehicle speed, gear, driving mode (strong or weak recovery), battery SOC, battery temperature, etc., and look up the corresponding basic coasting energy recovery torque from a table representing the correspondence between basic input signals and basic coasting energy recovery torque, and use this basic coasting energy recovery torque as the total coasting energy recovery torque. In other embodiments, the ADAS sends a deceleration request to the VCU, and the VCU analyzes the deceleration request to obtain the total coasting energy recovery torque.

[0028] The IBCU is used to calculate the total torque for coasting energy recovery to obtain the total deceleration demand torque; based on the total deceleration demand torque, it performs electric braking front and rear axle distribution and electro-hydraulic distribution to obtain the front and rear axle recovery target torque; and based on the front and rear axle recovery target torque, it performs coasting fluid replenishment to control the vehicle.

[0029] In some embodiments, the total torque for coasting energy recovery is calculated based on the vehicle's operating condition to obtain the total deceleration torque requirement. That is, the method for determining the total deceleration torque requirement differs depending on the vehicle's operating condition.

[0030] In some embodiments, the IBCU is further configured to: determine the total coasting energy recovery torque as the total deceleration demand torque when the vehicle is in a coasting condition; obtain the total braking energy recovery torque when the vehicle is in a braking condition; and calculate the total coasting energy recovery torque and the total braking energy recovery torque to obtain the total deceleration demand torque.

[0031] The vehicle being in a coasting state indicates that only the total torque from coasting energy recovery is available; therefore, this total torque from coasting energy recovery is determined as the total deceleration requirement torque. The vehicle being in a braking state indicates that not only is there the total torque from coasting energy recovery, but also the total torque from braking energy recovery generated by pressing the brake pedal. Therefore, the total deceleration requirement torque is determined based on both the total torque from coasting energy recovery and the total torque from braking energy recovery. For example, the sum of the total torque from coasting energy recovery and the total torque from braking energy recovery is determined as the total deceleration requirement torque.

[0032] In some embodiments, the ADAS sends a deceleration request to the IBCU, which parses the deceleration request to obtain the total regenerative braking torque. In other embodiments, the IBCU can parse the brake pedal to obtain the total regenerative braking torque.

[0033] The front and rear axle recovery target torques are the desired electric braking torques issued by the IBCU. In some embodiments, when the vehicle is in a coasting condition, the total deceleration demand torque is the total coasting energy recovery torque. Electric braking front and rear axle distribution and electro-hydraulic distribution are performed based on the total deceleration demand torque to obtain the front and rear axle recovery target torques. In other embodiments, when the vehicle is in a braking condition, electric braking front and rear axle distribution and electro-hydraulic distribution are performed based on the total deceleration demand torque to obtain the front and rear axle recovery target torques. That is, electro-hydraulic distribution is first performed based on the total deceleration demand torque to obtain the electric braking torque and hydraulic torque, and then front and rear axle distribution is performed based on the electric braking torque to obtain the front and rear axle recovery target torques.

[0034] Among them, coasting fluid replenishment is an active hydraulic pressure injection by the IBCU into the braking system, allowing the brake pads to gently adhere to the brake disc.

[0035] In some embodiments, the IBCU uses the target recovery torque of the front and rear axles as the core input, combines it with fixed operating parameters such as vehicle speed and gear position, calls a pre-calibrated data table, and directly outputs the target replenishment pressure to drive the hydraulic pump / valve assembly to complete coasting replenishment. In other embodiments, the actual recovery torque of the front and rear axles can be obtained based on the target recovery torque, and coasting replenishment can be performed based on both the target and actual recovery torques.

[0036] In this embodiment, when the vehicle is in a high-speed, slippery environment, the total torque for coasting energy recovery is calculated using the IBCU to obtain the total deceleration demand torque. Based on the total deceleration demand torque, electric braking front and rear axle distribution and electro-hydraulic distribution are performed, as well as coasting fluid replenishment. By using electric braking front and rear axle distribution, electro-hydraulic distribution, and coasting fluid replenishment, the vehicle is provided with reduced deceleration, which can prevent the vehicle from skidding and fishtailing, and ensure the normal driving of the vehicle.

[0037] In some embodiments, the system further includes: a drive system controller IPU 104; the IPU is configured to send the actual regenerative torque of the front and rear axles to the IBCU; the IBCU is further configured to perform coasting fluid replenishment based on the difference between the target regenerative torque of the front and rear axles and the actual regenerative torque of the front and rear axles.

[0038] The Intelligent Power Unit (IPU) is used to control the drive motor to adjust torque and speed, enabling vehicle movement, acceleration, and deceleration.

[0039] In some embodiments, the IPU sends the actual front and rear axle recovery torque to the IBCU. The aforementioned coasting fluid replenishment based on the target front and rear axle recovery torque and the actual front and rear axle recovery torque can be performed by the IBCU based on the difference between the target front and rear axle recovery torque and the actual front and rear axle recovery torque.

[0040] The actual regenerative torque of the front and rear axles is the actual electric braking torque currently output by the motor. In some embodiments, after obtaining the target regenerative torque of the front and rear axles, the IBCU sends the target regenerative torque of the front and rear axles to the VCU. After obtaining the actual regenerative torque of the front and rear axles based on the target regenerative torque, the VCU sends the actual regenerative torque of the front and rear axles back to the IBCU.

[0041] The difference between the target torque and the actual torque recovered by the front and rear axles characterizes the response deviation of the electric braking. In some embodiments, the IBCU converts this difference into independent hydraulic compensation pressure for the front and rear axles, and dynamically replenishes the corresponding wheel cylinders through the motor and solenoid valve, using hydraulic pressure to compensate for the lack of electric braking in real time, ultimately keeping the total deceleration constant and enabling the vehicle to drive normally.

[0042] Based on the above technical means, the IBCU performs coasting fluid replenishment based on the difference between the target torque and the actual torque recovered by the front and rear axles. This coasting fluid replenishment can compensate for the dynamic deviation of electric braking, making the total braking force of the vehicle more stable and the vehicle's posture more controllable.

[0043] In some embodiments, the IBCU is further configured to send the front and rear axle recovery target torques to the VCU; the VCU is further configured to perform drivability processing on the front and rear axle recovery target torques to obtain the front and rear axle recovery actual torques, and send the front and rear axle recovery actual torques to the IPU.

[0044] In order to prevent the vehicle from lurching forward or jerking during the entry or exit of energy recovery, ensure vehicle smoothness, and balance energy consumption and stability, the VCU needs to perform drivability processing. Energy consumption requires faster energy recovery, while stability requires slower energy recovery.

[0045] Among them, the drivability processing is to smoothly adjust the target torque of electric braking (target torque of front and rear axle recovery), i.e., gradient processing.

[0046] In some embodiments, during coasting / braking conditions, the IBCU sends the calculated target regenerative torque for the front and rear axles to the VCU via the CAN bus, requesting electric braking. Upon receiving the target regenerative torque, the VCU performs drivability processing (smoothing filtering, gradient gradation, amplitude limiting correction, etc.) to optimize the torque output curve, generating executable actual regenerative torque for the front and rear axles, and then forwards it to the IPU for execution. Upon receiving the command, the IPU controls the motor to output the corresponding electric braking force, completing energy recovery.

[0047] Based on the above technical means, the VCU is responsible for drivability processing, which can realize the overall coordination of vehicle braking and energy recovery, and ensure braking safety and reliability.

[0048] In some embodiments, the VCU is further configured to determine front and rear axle recovery torque limits when the vehicle is fully charged or the motor is faulty, and send the front and rear axle recovery torque limits to the IBCU; the IBCU is further configured to perform coasting fluid replenishment based on the difference between the front and rear axle recovery target torque and the front and rear axle recovery actual torque, as well as the front and rear axle recovery torque limits.

[0049] The front and rear axle regenerative torque limits are the restricted values ​​for the regenerative torque when the vehicle is in a coasting / braking condition. In some embodiments, the front and rear axle regenerative torque limits are upper limits set on the maximum electric braking regenerative torque that the front and rear axle motors can output to avoid safety and component damage risks.

[0050] In some embodiments, the corresponding regenerative torque limits for the front and rear axles can be determined based on the correspondence between the vehicle battery status, motor status, and the regenerative torque limits for the front and rear axles. This can be done when the vehicle is fully charged or when the motor is malfunctioning.

[0051] In some embodiments, if the vehicle meets any of the following conditions: the power battery is fully charged (SOC close to 100%), cannot be recharged, or the motor / electric drive malfunctions and cannot output torque normally, the motor will not have regenerative braking capability, meaning neither the front nor rear axles will have regenerative braking capability. In this case, a front and rear axle regenerative torque limit will be generated. Thus, the IBCU will limit the electric braking distribution to 0 to protect the battery and electric drive system.

[0052] In some embodiments, since the recovered torque is limited, the actual electric braking force of the motor is less than the target electric braking force. Electric braking alone cannot maintain the original deceleration. Therefore, the IBCU needs to rely on coasting fluid replenishment to make up the difference with a weak hydraulic braking force to ensure that the deceleration feeling remains unchanged and the vehicle does not suddenly become swaying or lurch forward.

[0053] Based on the above technical means, when the vehicle is fully charged or the motor is faulty, the IBCU performs coasting fluid replenishment based on the difference between the target torque and the actual torque of the front and rear axles, as well as the torque limit of the front and rear axles. This can replenish the missing electric braking force, thereby enabling the vehicle to decelerate smoothly.

[0054] In some embodiments, when the total recoverable torque of coasting energy is greater than or equal to the recovery torque limit of the front and rear axles, coasting fluid replenishment is performed based on the recovery torque limit of the front and rear axles and the difference; when the total recoverable torque of coasting energy is less than the recovery torque limit of the front and rear axles, coasting fluid replenishment is performed based on the total recoverable torque of coasting energy and the difference.

[0055] Where the total coasting energy recovery torque is greater than or equal to the front and rear axle recovery torque limits, it indicates that a portion of the total coasting energy recovery torque, which is within the front and rear axle recovery torque limits, has not been recovered. In this case, the IBCU not only needs to compensate for the deceleration loss (i.e., the loss of electric braking force) caused by the difference between the front and rear axle recovery target torque and the actual front and rear axle recovery torque through coasting fluid replenishment, but also needs to compensate for the deceleration loss caused by the front and rear axle recovery torque limits. In some embodiments, coasting fluid replenishment is performed based on the sum of the front and rear axle recovery torque limits and the difference. Thus, the torque required for coasting fluid replenishment is the sum of the front and rear axle recovery torque limits and the difference. The total coasting energy recovery torque (the actual coasting energy recovery torque after the IBCU performs electric braking front and rear axle distribution and electro-hydraulic distribution) is the total coasting energy recovery torque minus the front and rear axle recovery torque limits minus this difference. The braking energy recovery limit can be 0.

[0056] In this case, if the total coasting energy recovery torque is less than the front and rear axle recovery torque limits, it indicates that none of the total coasting energy recovery torque is used for energy recovery. In this situation, the IBCU not only needs to compensate for the deceleration loss (i.e., loss of electric braking force) caused by the difference between the target and actual front and rear axle recovery torques through coasting fluid replenishment, but also needs to compensate for the deceleration loss caused by the total coasting energy recovery torque. In some embodiments, coasting fluid replenishment is performed based on the sum of the total coasting energy recovery torque and the difference. Thus, the torque required for coasting fluid replenishment is the sum of the total coasting energy recovery torque and the difference, the total coasting energy recovery torque is 0, and the braking energy recovery limit can be the front and rear axle recovery torque limit minus the total coasting energy recovery torque minus this difference.

[0057] Based on the above technical means, when there are limits on the regenerative torque of the front and rear axles, additional fluid replenishment during coasting based on the limits on the front and rear axles can make up for the missing electric braking force, thereby enabling the vehicle to decelerate smoothly.

[0058] In some embodiments, the IBCU is also used to perform electric braking front and rear axle distribution and electro-hydraulic distribution on the total deceleration demand torque based on the obtained influence factors, so as to obtain the front and rear axle recovery target torque.

[0059] The influencing factors characterize the current operating status of the vehicle. In some embodiments, the influencing factors include at least one of the following: front-to-rear axle load ratio, rainfall level, and front-to-rear axle load distribution.

[0060] Rainfall level is determined by converting the intensity of rain into a level when the vehicle's rain sensor detects rain, or by determining it based on the operating time of the vehicle's windshield wipers. Factors influencing this can be determined by ADAS (Advanced Driver Assistance Systems) wet skid detection, including road surface water accumulation, water film depth, tire wear data from tire inspection systems, and other factors.

[0061] In some embodiments, the total deceleration torque can be electro-hydraulically distributed according to a preset ratio (e.g., 6 to 4) to obtain the electric braking torque and the hydraulic braking torque. Finally, the electric braking torque is distributed between the front and rear axles to obtain the target torque for the front and rear axle recovery.

[0062] In some embodiments, the electric braking torque can be divided into four equal parts to obtain the target recovery torque for the front and rear axles. In other embodiments, the front and rear axle distribution ratio can be determined based on an influence factor, and the electric braking torque can be divided based on the front and rear axle distribution ratio to obtain the target recovery torque for the front and rear axles.

[0063] Based on the above technical means, since the influencing factor can reflect the current operating status of the vehicle, the electric braking torque can be intelligently and dynamically distributed between the front and rear axles and electro-hydraulically based on the influencing factor to distribute the total deceleration demand torque, thereby reducing the risk of braking instability and improving the energy recovery and utilization rate.

[0064] Figure 2 This is a flowchart illustrating the steps of a vehicle control method proposed in an embodiment of this application. See also... Figure 2 The control method for this vehicle may specifically include: S201, when the vehicle is on a slippery road surface and the current vehicle speed is greater than or equal to the vehicle speed threshold, the total torque for recovering coasting energy is sent from the vehicle's powertrain controller (VCU) to the braking system controller (IBCU). S202 calculates the total torque for coasting energy recovery using the IBCU to obtain the total deceleration demand torque. Based on the total deceleration demand torque, it performs electric braking front and rear axle distribution and electro-hydraulic distribution to obtain the front and rear axle recovery target torque. Based on the front and rear axle recovery target torque, it performs coasting fluid replenishment to control the vehicle.

[0065] In some embodiments, S202 includes performing coasting fluid replenishment based on the target torque for front and rear axle recovery, including: S211 sends the actual regenerative torque of the front and rear axles to the IBCU via the drive system controller IPU; S212, coasting fluid replenishment is performed by IBCU based on the difference between the target torque and the actual torque recovered by the front and rear axles.

[0066] In some embodiments, the vehicle control method further includes: S221, the target torque for front and rear axle recovery is sent to the VCU via the IBCU; S222 performs drivability processing on the target torque of the front and rear axles through the VCU to obtain the actual torque of the front and rear axles, and sends the actual torque of the front and rear axles to the IPU.

[0067] In some embodiments, the vehicle control method further includes: S231, when the vehicle is fully charged or the motor is faulty, the VCU determines the front and rear axle regenerative torque limits and sends the front and rear axle regenerative torque limits to the IBCU. S232 performs coasting fluid replenishment via IBCU based on the difference between the target torque and the actual torque recovered by the front and rear axles, as well as the torque limit of the front and rear axles.

[0068] In some embodiments, S232 includes coasting fluid replenishment via the IBCU based on the difference between the target torque and the actual torque of the front and rear axle recovery, as well as the front and rear axle recovery torque limits, including: S241, when the total torque of the coasting energy recovery is greater than or equal to the front and rear axle recovery torque limit, coasting fluid replenishment is performed based on the front and rear axle recovery torque limit and the difference. S242, when the total torque of coasting energy recovery is less than the limit of the front and rear axle recovery torque, coasting fluid replenishment is performed based on the total torque of coasting energy recovery and the difference.

[0069] In some embodiments, S202 involves distributing the electric braking torque between the front and rear axles and electro-hydraulically based on the total deceleration demand torque to obtain the target torque for front and rear axle recovery. This includes distributing the electric braking torque between the front and rear axles and electro-hydraulically based on the total deceleration demand torque using the IBCU and the obtained influencing factors to obtain the target torque for front and rear axle recovery. The influencing factors include at least one of the following: front and rear axle weight ratio, rainfall level, and front and rear axle load distribution.

[0070] In some embodiments, in S202, the total torque for coasting energy recovery is calculated using the IBCU to obtain the total deceleration demand torque, including: S251, when the vehicle is in a coasting condition, the total torque of coasting energy recovery is determined as the total deceleration demand torque; S252: When the vehicle is under braking conditions, obtain the total torque of brake energy recovery; calculate the total torque of coasting energy recovery and the total torque of brake energy recovery to obtain the total deceleration demand torque.

[0071] In some embodiments, the vehicle control method further includes: S261 sends a deceleration request to the VCU or IBCU through the Advanced Driver Assistance System (ADAS). S262, the VCU analyzes the deceleration request to obtain the total torque of coasting energy recovery, or analyzes the accelerator pedal to obtain the total torque of coasting energy recovery; S263, by parsing the deceleration request through the IBCU, obtains the total regenerative braking torque, or by parsing the brake pedal, obtains the total regenerative braking torque.

[0072] When new energy vehicles travel at high speeds on wet and slippery roads, the vehicle's adhesion is low. As the vehicle wears down with high mileage, its adhesion and water drainage performance deteriorate sharply. Under conditions of strong recovery coasting or light braking, the reverse drag force from the motor on the single axle of the energy recovery system can cause fishtailing and loss of control. In this scenario, the IBCU has developed the following stability control strategy: 1. IBCU electric braking distribution or limitation control link for new energy vehicles in high-speed coasting or light braking conditions on slippery roads: This involves five controllers in the vehicle, mainly consisting of the power system VCU controller (optionally an integrated electric drive, distributed electric drive, or hybrid electric drive), the IBCU braking system controller (optionally a traditional hydraulic braking system, a pure drive-by-wire braking system, or an electro-hydraulic hybrid braking system), a controller that can be flexibly embedded with external software (such as MDC, BDC, etc.), the drive system controller (IPU), the vehicle identification system (such as the wiper system, sunlight and rain sensors, ADAS millimeter-wave radar / LiDAR / image recognition / light sensing / tire noise, etc.), and the vehicle tire health detection system (software identifies tire slippage and WSS wheel speed signal timestamps). The vehicle identification system detects rain or slippery road conditions and combines tire health status (tire wear or tire water displacement), optionally including sunlight and rain data. Sensors detect rainfall levels, wiper operation status, ADAS system water accumulation or water film depth, and tire noise or vibration acceleration detection systems, converting these into physical signals and sending them to the vehicle controller. These signals are then shared on the vehicle's CAN network by the vehicle's CAN gateway. Upon receiving signals of rain, road surface water, or tire wear reaching a safe level, or after the tire adhesion cam circle identifies low-adhesion surfaces, the IBCU actively implements stability distribution / limitation strategies for electric braking. To ensure the driver is unaware of any loss of deceleration (e.g., when exiting a tunnel in rain, during sudden rain, or when the battery is fully charged), the IBCU executes a coasting braking torque supplementation strategy. This involves electro-hydraulic distribution between the front and rear axles, sending the allocated front and rear axle electric braking to the IPU for execution. The coasting braking force supplementation is distributed by the IBCU to the four-wheel braking system to prevent slippage and loss of control caused by high-speed coasting on wet surfaces or single-axle electric braking drag under light braking conditions.

[0073] 2. This application supports the closed-loop differentiated distribution of RBS braking energy recovery electro-hydraulic distribution in new energy vehicles via IBCU to achieve optimal torque distribution: After detecting slippery road surface, IBCU combines vehicle speed with the degree of slipperiness of the road surface and intelligently controls the electro-hydraulic distribution of RBS. Under high-speed slippery conditions, without the driver's awareness, the RBS electric braking part distributes the braking force between the front and rear axles and electro-hydraulic distribution, and further distributes the braking force between the front and rear axles by combining the overall vehicle load distribution, so as to avoid wheel drag and fishtailing.

[0074] 3. This application supports the electro-hydraulic distribution of the IBCU closed-loop differentiated distribution of coasting energy recovery in new energy vehicles to achieve optimal torque distribution: After recognizing the slippery road surface, the IBCU combines the vehicle speed with the degree of slipperiness of the road surface to intelligently control the electro-hydraulic distribution of coasting recovery. In high-speed slippery conditions, the coasting recovery part is distributed between the front and rear axles and electro-hydraulically without the driver's awareness, and the braking force between the front and rear axles is further distributed by combining the overall vehicle load distribution to avoid wheel drag and fishtailing.

[0075] 4. This application's IBCU rear-wheel drive vehicle RBS+ coasting recovery electro-hydraulic distribution solution: In extreme weather conditions such as heavy rain, low-traction road surfaces, tires with partial wear, or large amounts of standing water on the road, when entering high-speed conditions (≥80kph), the electric braking distribution or limiting function is triggered. The IBCU limits the electric braking distribution to 0, converting all of it into braking torque and sending it to the four-wheel brakes. The braking system then converts it into four-wheel braking force and further distributes the braking force between the front and rear axles by combining the vehicle's load distribution, thus preventing wheel drag and fishtailing.

[0076] 5. Cloud AI Module: Based on tire tread depth measurement service data statistics and background mathematical model adaptive learning, it continuously calibrates the tire wear detection mathematical model and the tire hydroplaning detection mathematical model. The TBOX background collects the slippage situation of market users' vehicles in wet and slippery high-speed scenarios under intelligent four-wheel drive, and intelligently corrects the electric braking limit strategy or the front and rear axle distribution ratio, making the vehicle more and more stable and smarter the longer it is driven.

[0077] Figure 3 This is a schematic diagram of the architecture of a vehicle control system proposed in an embodiment of this application. Figure 2 See Figure 3 This includes a powertrain controller 101, a braking system controller 102, a vehicle identification sensor / monitoring system 301, an advanced assistance system 302, a drive system controller 303, and a cloud module 304. The uses and execution steps of the powertrain controller 101, braking system controller 102, advanced assistance system 302, and drive system controller 303 include: S311, the advanced assistance system 302 sends a longitudinal deceleration request to either the powertrain controller 101 or the braking system controller 102. The powertrain controller 101 analyzes the longitudinal deceleration request to obtain the target total torque for coasting energy recovery; the braking system controller 102 analyzes the longitudinal deceleration request to obtain the target total torque for braking energy recovery. Alternatively, the powertrain controller 101 analyzes the accelerator pedal to obtain the target total torque for coasting energy recovery; the braking system controller 102 analyzes the brake pedal to obtain the target total torque for braking energy recovery.

[0078] S312, the braking system controller 102 obtains the total deceleration demand torque based on the target total torque for coasting energy recovery and the target total torque for braking energy recovery.

[0079] S313, the braking system controller 102 performs electric braking front-to-rear axle distribution and electro-hydraulic distribution based on the front-to-rear axle weight ratio, rainfall level, and ax and ay factors to obtain the target torque for front axle and rear axle recovery, and sends these target torques to the powertrain controller 101. The vehicle identification sensor / monitoring system 301 is used for rainfall identification; identifying wiper blade fixture status; identifying road surface water accumulation; identifying road surface water film depth; tire detection system; ADS wet / slip identification; identifying load, ax, ay, and slope, and determining the front-to-rear axle weight ratio, rainfall level, and ax and ay factors based on this. The cloud module 304 is based on statistical analysis and adaptive learning verification of the after-sales tire wear detection service and monitoring model.

[0080] S314, the power system controller 101 performs torque drivability processing on the target torque recovery of the front axle and the target torque recovery of the rear axle to obtain the actual torque recovery of the front axle and the actual torque recovery of the rear axle, and sends the actual torque recovery of the front axle and the actual torque recovery of the rear axle to the drive system controller 303. The drive system controller 303 sends the actual torque recovery of the front axle and the actual torque recovery of the rear axle to the brake system controller 102, and the brake system controller 102 performs coasting fluid replenishment.

[0081] In this application, as shown in Table 1 below, the IBCU performs coasting energy recovery and braking energy recovery based on the shaft torque interface, that is, it performs electro-hydraulic distribution and electro-braking force distribution between the front and rear axles. Its advantage is that it can achieve theoretically optimal torque control, as the electro-hydraulic torque of the front / rear axle is controlled by the IBCU, and the VCU cannot have a front / rear axle distribution strategy for recovery. It should be noted that the IBCU needs to develop a coasting fluid replenishment function (because in rainy weather, after motor recovery is restricted, fluid replenishment is needed to maintain the same coasting deceleration target).

[0082] Table 1

[0083] Figure 4 This is a schematic diagram of the structure of a vehicle proposed in an embodiment of this application. See also... Figure 4 1 / 4 / 10 / 17 -- Four-wheel tire assembly: Its function is to support the contact between the vehicle and the ground, providing lateral / longitudinal / vertical support and adhesion for the vehicle. The tread drainage design provides drainage performance in wet and slippery weather. As the vehicle's mileage increases and different drivers' driving habits change, the tires will wear to varying degrees, and the drainage / adhesion performance will tend to decrease sharply, which will lead to vehicle slippage or hydroplaning.

[0084] 3 / 30 / 12 / 28--Four-wheel WSS wheel speed sensor: monitors wheel dynamic speed / time stamp, providing wheel dynamic signals for IBCU reference speed calculation / slip ratio calculation / tire wear monitoring / tire grip monitoring / tire noise monitoring / chassis stability function triggering, such as ABS / VDC / TCS / stability factor / EBD / EDC, etc.

[0085] 16--Vehicle CAN Network Gateway (i.e., Vehicle CAN Gateway): Collects / processes / forwards control signals from various controllers in the vehicle, and uploads these signals to the vehicle CAN network. Controller control signals include, but are not limited to: rain level / wiper operating status, night vision function, tire noise / tire vibration acceleration, ADAS recognition system: radar / camera, WSS wheel speed sensor - wheel speed / wheel dynamics / mileage.

[0086] 14--Rear Integrated Electric Drive Assembly: Under the control of VCU / IBCU / IPU, it provides the vehicle with various torque strategies, including rear axle drive force, coasting recovery electric braking torque, braking recovery electric braking torque, and execution response.

[0087] 22--Front Integrated Electric Drive Assembly: Under the control of VCU / IBCU / IPU, it provides the vehicle with front axle driving force / coasting recovery electric braking torque / brake recovery electric braking torque / execution response torque strategy.

[0088] 28--Windshield wiper system wiper switch: Based on the wiper's operating status, heavy rain / medium rain / light rain / drizzle are identified as "fast / medium / slow", which is converted into physical signals and sent to the CAN network to trigger the control strategy of the VCU / IBCU controller.

[0089] 26--ADAS Identification System: Through radar / camera and other systems, it identifies rain conditions / road water accumulation / water film depth, converts it into physical signals on the CAN network, and triggers the control strategy of VCU / IBCU.

[0090] 21--Tire monitoring system: Identifies tire wear and road surface adhesion through WSS timestamps or force signals from slip rate / tire acceleration sensors, converts them into percentages / wear amount / tire slip level, etc., and then transmits them as physical signals to CAN to trigger the control strategies of VCU / IBCU / .

[0091] 31--Rear Electric Drive Assembly Controller: Controls the power response of the rear electric drive assembly, interacts with controllers such as VCU / IBCU, and provides the vehicle with driving force / coasting recovery electric braking torque / braking recovery electric braking torque / executes corresponding torque strategies.

[0092] 23 / 5 / 11 / 18--Hydraulic brake assembly, total usage time executes IBCU hydraulic braking request and strategy, electric braking differential fluid replenishment, executes ABS / TCS / AYC / EDC / RBF and other functions hydraulic graded control response.

[0093] 20--Front Electric Drive Assembly Controller: Controls the power response of the front electric drive assembly, interacts with controllers such as VCU / IBCU, and provides the vehicle with driving force / coasting recovery electric braking torque / braking recovery electric braking torque / executes corresponding torque strategies.

[0094] 29--IBCU Controller: Controls the vehicle's driver and NCA braking demand analysis / main fluid distribution / hydraulic control, etc. It interacts with VCU / ADAS / IPU / BDC controllers, and implements different control strategies based on factors such as sunlight and rainfall sensors, wiper operation status, vehicle longitudinal acceleration, vehicle lateral acceleration, vehicle yaw rate, four-wheel dynamics, and ADAS recognition system identification of rainy weather or road surface water conditions. Control strategies include, but are not limited to: driver braking demand analysis / braking demand analysis in NCA mode / coasting recovery fluid replenishment / braking recovery electric braking stability or electric braking distribution / hydraulic braking torque or stability distribution / intervention / control of vehicle stability through ABS, VDC, TCS, stability factor, EBD, EDC, and other stability functions.

[0095] 15--VCU Controller, or Powertrain Controller: Controls the torque processing of the vehicle's drivability powertrain and the analysis of the target torque for coasting recovery, interacting with controllers such as IBCU / ADAS / IPU / CDC. Specifically, it can include: analyzing NCA and driver coasting recovery requirements, arbitrarily sending the target torque to the IBCU.

[0096] Figure 5 This is a schematic diagram of an IBCU main conductive braking distribution architecture proposed in an embodiment of this application. See also... Figure 5 Specifically, it may include: power system controller 101, braking system controller 102, advanced assistance system 302, namely ADAS identification system: radar / camera, drive system controller 303, cloud module 304, and vehicle CAN gateway 501.

[0097] The vehicle's CAN gateway 501 receives information such as rain level / wiper operating status, tire noise / tire vibration acceleration, and wheel speed / wheel dynamics / mileage collected by the WSS wheel speed sensor. This information is then transmitted to the powertrain controller 101, braking system controller 102, drive system controller 303, and cloud module 304. The braking system controller 102 performs electric braking: controlling front-to-rear / electro-hydraulic brake distribution; and interpreting NCA and driver regenerative braking requests. The powertrain controller 101 interprets NCA and driver coasting regenerative braking requests, arbitrates, and sends the target torque to the IBCU. The drive system controller 303 executes torque requests from the IBCU / VCU. The cloud module 304 tracks user slippage and verifies the NCA speed limit calculation model. Based on the cooperation of these controllers, the vehicle maintains stable operation under NCA / driver-driven high-speed wet and slippery deceleration conditions.

[0098] This application also provides a vehicle, which includes a vehicle controller, a powertrain controller, a braking system controller, a vehicle identification system, and a vehicle CAN network gateway. The powertrain controller, braking system controller, and vehicle identification system communicate through the vehicle CAN network gateway. The vehicle controller stores computer programs or instructions, and when the computer programs or instructions are executed by the vehicle controller, the above-described method is implemented.

[0099] In practical applications, the aforementioned vehicle controller can be at least one of the following: Application-Specific Integrated Circuit (ASIC), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field-Programmable Gate Array (FPGA), controller, microcontroller, or micro-vehicle controller. It is understood that, for different devices, the electronic components used to implement the functions of the aforementioned vehicle controller can also be other types, and this application does not specifically limit the specific implementation.

[0100] The aforementioned memory can be volatile memory, such as random access memory (RAM). Access memory); or non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid-state drive (SSD); or a combination of the above types of memory, and provide instructions and data to the vehicle controller.

[0101] In an exemplary embodiment, this application also provides a computer-readable storage medium for storing a computer program.

[0102] Optionally, the computer-readable storage medium can be applied to any of the methods in the embodiments of this application, and the computer program causes the computer to execute the corresponding processes implemented by the processor in the various methods of the embodiments of this application. For the sake of brevity, it will not be described in detail here.

[0103] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0104] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0105] Furthermore, in the various embodiments of this application, all functional units can be integrated into one processing module, or each unit can be a separate unit, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in a combination of hardware and software functional units. Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0106] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0107] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0108] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0109] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology 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 control system, characterized in that, The system includes: a powertrain controller (VCU) and a braking system controller (IBCU); The VCU is used to send the total torque for coasting energy recovery to the IBCU when the vehicle is on a slippery road surface and the current vehicle speed is greater than or equal to a vehicle speed threshold. The IBCU is used to calculate the total torque of the coasting energy recovery to obtain the total deceleration demand torque; to perform electric braking front and rear axle distribution and electro-hydraulic distribution based on the total deceleration demand torque to obtain the front and rear axle recovery target torque; and to perform coasting fluid replenishment based on the front and rear axle recovery target torque to control the vehicle.

2. The system according to claim 1, characterized in that, The system also includes: a drive system controller (IPU); The IPU is used to send the actual regenerative torque of the front and rear axles to the IBCU; The IBCU is also used to perform coasting fluid replenishment based on the difference between the target torque for front and rear axle recovery and the actual torque for front and rear axle recovery.

3. The system according to claim 2, characterized in that, The IBCU is also used to send the target torque for the front and rear axle recovery to the VCU; The VCU is also used to perform drivability processing on the target torque for front and rear axle recovery to obtain the actual torque for front and rear axle recovery, and to send the actual torque for front and rear axle recovery to the IPU.

4. The system according to claim 2, characterized in that, The VCU is also used to determine the front and rear axle regenerative torque limits when the vehicle is fully charged or the motor is faulty, and to send the front and rear axle regenerative torque limits to the IBCU. The IBCU is also used to perform coasting fluid replenishment based on the difference between the target torque and the actual torque of the front and rear axles recovery, as well as the limit of the front and rear axle recovery torque.

5. The system according to claim 4, characterized in that, If the total recoverable torque of coasting energy is greater than or equal to the recovery torque limit of the front and rear axles, coasting fluid replenishment is performed based on the recovery torque limit of the front and rear axles and the difference. If the total recoverable torque of coasting energy is less than the recovery torque limit of the front and rear axles, coasting fluid replenishment is performed based on the total recoverable torque of coasting energy and the difference.

6. The system according to claim 1, characterized in that, The IBCU is also used to perform electric braking front and rear axle distribution and electro-hydraulic distribution on the total deceleration demand torque based on the obtained influencing factors, so as to obtain the front and rear axle recovery target torque; the influencing factors include at least one of the following: front and rear axle weight ratio, rainfall level, and front and rear axle load distribution.

7. The system according to any one of claims 1 to 6, characterized in that, The IBCU is also used to determine the total coasting energy recovery torque as the total deceleration demand torque when the vehicle is in a coasting condition; and to obtain the total braking energy recovery torque when the vehicle is in a braking condition. The total torque required for deceleration is obtained by calculating the total torque of coasting energy recovery and the total torque of braking energy recovery.

8. The system according to claim 7, characterized in that, The system also includes: Advanced Driver Assistance System (ADAS); The ADAS is used to send a deceleration request to the VCU or the IBCU; The VCU is also used to parse the deceleration request to obtain the total torque of coasting energy recovery, or to parse the accelerator pedal to obtain the total torque of coasting energy recovery. The IBCU is also used to parse the deceleration request to obtain the total regenerative braking torque, or to parse the brake pedal to obtain the total regenerative braking torque.

9. A method for controlling a vehicle, characterized in that, The method includes: When the vehicle is on a slippery road surface and the current vehicle speed is greater than or equal to the vehicle speed threshold, the total torque for coasting energy recovery is sent from the vehicle's powertrain controller (VCU) to the braking system controller (IBCU). The IBCU calculates the total torque for coasting energy recovery to obtain the total deceleration demand torque. Based on the total deceleration demand torque, electric braking is distributed to the front and rear axles and electro-hydraulic distribution is performed to obtain the target torque for front and rear axle recovery. Based on the target torque for front and rear axle recovery, coasting fluid replenishment is performed to control the vehicle.

10. The method according to claim 9, characterized in that, The method of performing coasting fluid replenishment based on the target torque recovered from the front and rear axles includes: The drive system controller IPU sends the actual regenerative torque of the front and rear axles to the IBCU; The IBCU performs coasting fluid replenishment based on the difference between the target torque and the actual torque recovered by the front and rear axles.

11. A vehicle, characterized in that, The vehicle includes at least a vehicle controller, a powertrain controller (VCU), a braking system controller (IBCU), a vehicle identification system, and a vehicle CAN network gateway. The VCU, the IBCU, and the vehicle identification system communicate through the vehicle CAN network gateway. The vehicle controller stores a computer program or instructions. When the computer program or instructions are executed by the vehicle controller, the method described in claim 9 or claim 10 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of claim 9 or claim 10.

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