A control system, method, vehicle, and storage medium for a vehicle

Abstract

The present disclosure provides a control system, a method, a vehicle and a storage medium of a vehicle, the system comprising: a suspension system, an ADAS, an IBCU and a VCU; the suspension system is configured to perform stability control on initial suspension parameters to obtain target suspension parameters when the vehicle is in a slippery scene and the vehicle speed is greater than or equal to a vehicle speed threshold; the ADAS is configured to perform front-rear axle distribution based on the target suspension parameters and the driving demand torque to obtain front-rear axle first target torque; the IBCU is configured to determine a target torque reduction value and a target speed, and send the target torque reduction value and the target speed to the VCU; the VCU is configured to perform torque distribution based on the target torque reduction value and the target speed to obtain front-rear axle second target torque; and the front-rear axle first target torque and the front-rear axle second target torque are subjected to drivability processing to obtain front-rear axle actual torque, so as to control the vehicle by using the front-rear axle actual torque.

Description

Technical Field

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

[0002] When driving at high speed on a wet and slippery road, if the driving torque exceeds the tire adhesion limit, it is easy to cause the tires to slip, resulting in the vehicle fishtailing or even loss of control.

[0003] In related technologies, stability control largely relies on rain sensors to identify the rainfall environment and intervene using braking or torque distribution strategies. However, such solutions cannot dynamically adjust torque distribution based on real-time road surface slippage and vehicle speed changes; moreover, the control logic is mostly based on static or preset logic, which may lead to situations where single-axle torque exceeds the adhesion limit in extreme scenarios such as high-speed wet acceleration, making it difficult to effectively suppress fishtailing and loss of control. Therefore, a new approach is urgently needed to improve these problems. Summary of the Invention

[0004] One objective of this disclosure is to provide a vehicle control system to address the phenomenon 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; and a fourth objective is to provide a computer-readable storage medium.

[0005] To achieve the above objectives, the technical solution adopted in this disclosure is as follows: This disclosure proposes a vehicle control system, comprising: a suspension system, a driver assistance system (ADAS), a braking system controller (IBCU), and a powertrain controller (VCU); the suspension system is used to perform stability control on initial suspension parameters to obtain target suspension parameters when the vehicle is in a slippery environment and the vehicle speed is greater than or equal to a vehicle speed threshold, and then sends the target suspension parameters to the ADAS; the ADAS is used to distribute torque between the front and rear axles based on the target suspension parameters and the required driving torque to obtain a first target torque between the front and rear axles, and then sends the first target torque between the front and rear axles to the VCU; the IBCU is used to determine a target torque reduction value and a target speed, and then sends the target torque reduction value and the target speed to the VCU; the VCU is used to distribute torque based on the target torque reduction value and the target speed to obtain a second target torque between the front and rear axles; and drivability processing is performed on the first target torque and the second target torque between the front and rear axles to obtain the actual torque between the front and rear axles, so as to control the vehicle using the actual torque between the front and rear axles.

[0006] Based on the aforementioned technical means, firstly, when the vehicle is in a slippery environment and the vehicle speed reaches a threshold, the suspension system performs stability control on the initial suspension parameters, generates target suspension parameters, and sends them to the ADAS. The ADAS combines the target suspension parameters with the required driving torque to distribute torque between the front and rear axles, generating the first target torque for the front and rear axles and sending it to the VCU. The IBCU determines the target torque reduction value and the target speed and sends them to the VCU. The VCU distributes torque based on the received target torque reduction value and target speed, generates the second target torque for the front and rear axles, and performs drivability processing with the first target torque for the front and rear axles, ultimately generating the actual torque for the front and rear axles to control the vehicle. The vehicle's control system achieves closed-loop control across the entire chain from perception and decision-making to execution, significantly improving the vehicle's safety, stability, and driving experience on slippery surfaces, effectively avoiding tire slippage and vehicle fishtailing and loss of control caused by excessive single-axle driving force. Simultaneously, the data interaction and control coupling between modules break the limitations of isolated operation of modules in related technologies, forming an efficient, intelligent, and reliable multi-system integrated control system.

[0007] In some embodiments, the system further includes: a steering system; the IBCU is further configured to analyze the actual yaw rate and the actual sideslip angle to obtain a corrected yaw rate and a slip sideslip angle, and send the corrected yaw rate and slip sideslip angle to the steering system; the steering system is configured to perform correction control based on the corrected yaw rate and the slip sideslip angle to obtain a target yaw angle and a target sideslip angle, and send the target yaw angle and the target sideslip angle to the IBCU.

[0008] Based on the aforementioned technical means, the IBCU analyzes the actual yaw rate and actual sideslip angle, generates a corrected yaw rate and slip angle, and sends them to the steering system. The steering system then performs corrective control based on the received information, generating target yaw angle and target sideslip angle, and feeding them back to the IBCU. By introducing the steering system and establishing a closed-loop control mechanism with the IBCU, active corrective control of the vehicle's yaw and sideslip angles is achieved. This control mechanism can suppress unintended yaw and sideslip in real time, thereby accelerating the vehicle's drift convergence speed and further improving the vehicle's handling stability and safety on slippery surfaces.

[0009] In some embodiments, the suspension system is further configured to send target suspension parameters to the IBCU; the IBCU is further configured to perform slip control based on the target yaw angle, target sideslip angle, target suspension parameters and wheel end slip, and determine the target torque reduction value and target speed.

[0010] Based on the aforementioned technical methods, the suspension system sends the target suspension parameters to the IBCU. The IBCU then performs a comprehensive analysis combining the target yaw angle, target sideslip angle, target suspension parameters, and wheel-end slip to determine the target torque reduction value and target speed. This enables multi-system coordinated control, improving the accuracy and response speed of slip control, thereby effectively suppressing fishtailing or hydroplaning during acceleration on wet roads. This ensures driving safety and enhances the driving stability and user experience of new energy vehicles in complex road conditions.

[0011] In some embodiments, the system further includes: a drive system controller (IPU); the VCU is also configured to send the actual torque of the front and rear axles to the IPU; the IPU is configured to perform drive control based on the actual torque of the front and rear axles.

[0012] Based on the aforementioned technical means, the VCU sends the actual torque of the front and rear axles to the IPU, which then executes specific drive control operations according to the torque command. By introducing the IPU as the drive execution unit, a complete closed loop from control command to physical drive is achieved, ensuring that torque control commands can be executed accurately and promptly, thus improving the reliability and response speed of the entire control system.

[0013] In some embodiments, the IPU is further configured to send the actual torque of the front and rear axles to the ADAS; the ADAS is further configured to perform closed-loop control based on the actual torque of the front and rear axles.

[0014] Based on the aforementioned technical means, the IPU feeds back the actual front and rear axle torques to the ADAS, which then makes closed-loop control adjustments accordingly. By constructing a closed-loop feedback path between the ADAS and the IPU, real-time monitoring and dynamic adjustment of the vehicle's driving state can be achieved. This allows for rapid response to the risk of skidding, effectively preventing the vehicle from fishtailing and losing control at high speeds on slippery roads, thus improving overall driving safety.

[0015] In some embodiments, ADAS is also used to analyze the target vehicle speed and determine the required driving torque when the vehicle is in intelligent driving mode.

[0016] Based on the aforementioned technical means, when the vehicle is in intelligent driving mode, ADAS analyzes the target vehicle speed to determine the required driving torque. By directly analyzing the driving demand through ADAS in intelligent driving mode, the problem of driving force overload caused by human error or aggressive driving is avoided, thereby effectively preventing the risk of slippage and loss of control on high-speed wet and slippery roads, and thus improving the overall vehicle driving safety and driving comfort.

[0017] In some embodiments, the system further includes: a vehicle identification system; the vehicle identification system is used to determine that the vehicle is in a slippery scene based on vehicle sensing data, and to send scene data to the suspension system, the scene data being used to indicate that the vehicle is in a slippery scene, the vehicle sensing data including wheel speed, road surface slipperiness parameters, rainfall level, water film thickness and tire wear parameters.

[0018] Based on the aforementioned technical means, the vehicle recognition system comprehensively determines whether the vehicle is in a slippery environment based on multiple sensor data, and sends the scene data to the suspension system to trigger subsequent stability control procedures. In this way, by using multi-dimensional sensor data to determine slippery conditions, potential risks can be identified in advance, and the suspension system's stability control strategy can be triggered in a timely manner.

[0019] In some embodiments, the target suspension parameters include the target load distribution value, the target damping value, and the target roll stiffness value.

[0020] Based on the aforementioned technical means, by adjusting the target load distribution value, target damping value, and target roll stiffness value in the target suspension parameters, it is possible to achieve refined and multi-dimensional control of the suspension system, thereby effectively preventing vehicle accidents such as tail-swing, sideslip, or loss of control caused by the expiration of tire adhesion limits, and improving the driving safety and ride comfort of new energy vehicles in complex road conditions.

[0021] This application provides a vehicle control method, comprising: when the vehicle is in a slippery environment and the vehicle speed is greater than or equal to a speed threshold, performing stability control on initial suspension parameters through the suspension system to obtain target suspension parameters, and sending the target suspension parameters to the driver assistance system (ADAS); distributing torque between the front and rear axles by the ADAS based on the slippery parameters, driving torque demand, and target suspension parameters to obtain a first target torque for the front and rear axles, and sending the first target torque for the front and rear axles to the powertrain controller (VCU); determining a target torque reduction value and a target speed by the brake system controller (IBCU), and sending the target torque reduction value and target speed to the VCU; distributing torque by the VCU based on the target torque reduction value and target speed to obtain a second target torque for the front and rear axles; and performing drivability processing on the first target torque and the second target torque for the front and rear axles to obtain the actual torque for the front and rear axles, so as to control the vehicle using the actual torque for the front and rear axles.

[0022] This application provides a vehicle that includes at least a vehicle controller, a suspension system, an ADAS driver assistance system, an IBCU brake system controller, and a VCU powertrain system controller. The vehicle controller, suspension system, ADAS, IBCU, and VCU are communicatively connected. 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.

[0023] 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.

[0024] 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.

[0025] The vehicle control method provided in this disclosure firstly, when the vehicle is in a slippery environment and the vehicle speed reaches a threshold, the suspension system performs stability control on the initial suspension parameters, generates target suspension parameters, and sends them to the ADAS. The ADAS combines the target suspension parameters with the required driving torque to distribute torque between the front and rear axles, generating a first target torque for the front and rear axles and sending it to the VCU. The IBCU determines the target torque reduction value and the target speed and sends them to the VCU. The VCU distributes torque based on the received target torque reduction value and target speed, generates a second target torque for the front and rear axles, and performs drivability processing with the first target torque for the front and rear axles, ultimately generating the actual torque for the front and rear axles to control the vehicle. This vehicle control system achieves closed-loop control across the entire chain from perception and decision-making to execution, significantly improving the vehicle's safety, stability, and driving experience on slippery surfaces, effectively avoiding tire slippage and vehicle fishtailing and loss of control caused by excessive single-axle driving force. Simultaneously, the data interaction and control coupling between modules break the limitations of isolated operation of modules in related technologies, forming an efficient, intelligent, and reliable multi-system integrated control system. Attached Figure Description

[0026] 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 schematic diagram of the architecture of a vehicle control system proposed in an embodiment of this application. Figure 2 ; Figure 3 This is a schematic diagram of the architecture of a vehicle control system proposed in an embodiment of this application. Figure 3 ; Figure 4 This is a schematic diagram illustrating the effect analysis of a vehicle control method proposed in an embodiment of this application; Figure 5 This is a flowchart illustrating a vehicle control method proposed in an embodiment of this application. Figure 1 .

[0027] It should be noted that the terms "first" and "second" mentioned above are only used to distinguish between different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0028] 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.

[0029] Figure 1 This 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 suspension system 101, a driver assistance system 102, a braking system controller 103, and a power system controller 104.

[0030] The suspension system is used to perform stability control on the initial suspension parameters when the vehicle is in a slippery environment and the vehicle speed is greater than or equal to the vehicle speed threshold, to obtain the target suspension parameters, and to send the target suspension parameters to ADAS.

[0031] ADAS is used to distribute the front and rear axles based on target suspension parameters and drive torque requirements, obtain the first target torque for the front and rear axles, and send the first target torque for the front and rear axles to the VCU.

[0032] The IBCU is used to determine the target torque reduction value and the target speed, and to send the target torque reduction value and the target speed to the VCU.

[0033] The VCU is used to distribute torque based on the target torque reduction value and the target speed to obtain the second target torque of the front and rear axles; and to perform drivability processing on the first target torque and the second target torque of the front and rear axles to obtain the actual torque of the front and rear axles, so as to control the vehicle using the actual torque of the front and rear axles.

[0034] In some embodiments, the vehicle collects environmental and vehicle status data in real time using various sensors (such as rain sensors, lidar, cameras, tire wear monitoring systems, vehicle acceleration sensors (ax / ay), and slope sensors). For example, a rain sensor detects that the rainfall intensity exceeds a set value, and lidar identifies increased diffuse reflection signals from the road surface, indicating the presence of water accumulation. Simultaneously, the intelligent tire monitoring system detects abnormal tire Kamil circle parameters or decreased drainage performance, further confirming a slippery scenario. Furthermore, the vehicle speed is acquired by wheel speed sensors or an inertial measurement unit (IMU) and compared with a preset speed threshold (e.g., 80 km / h). When both conditions of a slippery scenario and vehicle speed ≥ the speed threshold are met, subsequent control procedures are triggered.

[0035] In some embodiments, Advanced Driver Assistance Systems (ADAS) use radar / cameras, etc., to identify rain conditions / road surface water / water film depth and determine whether the vehicle is on a slippery road surface.

[0036] In some embodiments, when the two conditions of a slippery scenario and vehicle speed ≥ vehicle speed threshold are met, the initial suspension parameters are subjected to stability control to obtain target suspension parameters, and the target suspension parameters are fed back to ADAS.

[0037] In some embodiments, the target suspension parameters include the target load distribution value, the target damping value, and the target roll stiffness value.

[0038] The target load distribution value refers to the parameters by which the suspension system distributes the load between the front and rear axles or left and right wheels of a vehicle under wet and slippery conditions, based on the vehicle's dynamic state and road surface conditions. This parameter achieves adaptive load redistribution by adjusting the suspension height or support force to optimize tire adhesion performance.

[0039] The target damping value refers to the control parameter by which the suspension system dynamically adjusts the damping force of the shock absorbers under wet and slippery conditions, based on the vehicle's motion and road surface excitation. The target damping value directly affects the vehicle's road grip, following performance, and self-centering stability. Under high-speed wet and slippery conditions, the suspension system increases the target damping value, allowing the vehicle body to adhere more closely to the road surface, reducing vehicle body roll and body undulation caused by uneven road surfaces or water films, thereby improving handling stability.

[0040] The target roll stiffness value refers to the control parameter by which the suspension system actively adjusts the vehicle's roll stiffness to enhance lateral support during cornering or lane changes. By adjusting the stiffness characteristics of the stabilizer bar or active suspension, the target roll stiffness value effectively suppresses body roll, preventing excessive tilting due to centrifugal force that could lead to lateral slippage or loss of control. On wet or slippery surfaces, vehicles are more prone to skidding due to reduced tire grip. Increasing the target roll stiffness value allows the vehicle to maintain a more upright posture in corners, improving handling precision and safety.

[0041] For example, under high-speed, slippery conditions, the suspension system may adjust the front and rear axle loads to a more balanced distribution (e.g., 50:50) to prevent rear axle overload and slippage; simultaneously, it increases the suspension damping coefficient to enhance vehicle grip and reduce body roll; and when cornering or changing lanes, it actively increases roll stiffness to improve overall vehicle support and prevent lateral deviation. These parameters are not fixed values, but are calculated in real time based on multi-dimensional inputs such as road surface slippage, tire condition, vehicle speed, steering angle, and longitudinal acceleration.

[0042] By adjusting the target load distribution value, target damping value, and target roll stiffness value in the target suspension parameters, refined and multi-dimensional control of the suspension system can be achieved, thereby effectively preventing accidents such as tail-swing, sideslip, or loss of control caused by the vehicle exceeding the tire adhesion limit, and improving the driving safety and ride comfort of new energy vehicles in complex road conditions.

[0043] In some embodiments, when the vehicle is in intelligent driving mode, the required driving torque can be generated based on the target vehicle speed set by the intelligent driving system. When the vehicle is in human driving mode, the required driving torque can be generated based on the driver pressing the accelerator pedal. The required driving torque needs to be parsed and arbitrated by multiple control modules before being finally converted into an actually executable driving command. For example, when the driver requests acceleration on a slippery road surface, the ADAS first receives the analog signal from the accelerator pedal or the digital command corresponding to the target vehicle speed from the intelligent driving system, and converts it into a required driving torque value (e.g., 200 Nm). Subsequently, the ADAS combines the target suspension parameters (e.g., a front-to-rear axle load ratio of 50:50 and a high damping value) to distribute the required driving torque between the front and rear axles.

[0044] For example, ADAS calculates the optimal front-to-rear axle torque distribution ratio based on the current load distribution, tire adhesion limits, and vehicle dynamic characteristics. For instance, on a slippery surface, to prevent rear axle slippage, ADAS might distribute 60% of the torque to the front axle and 40% to the rear axle; while in cases of significant rearward load shift, it might adjust to a 45:55 ratio. The front-to-rear axle torque distribution process considers not only static load but also dynamic adjustments based on real-time vehicle lateral acceleration, steering angle, and speed. ADAS sends the calculated initial target torque for the front and rear axles (e.g., 120 Nm for the front axle and 80 Nm for the rear axle) to the VCU via the vehicle network as input for subsequent torque control.

[0045] In related technologies, vehicles often employ a fixed torque distribution ratio or a simple front-wheel-drive mode on slippery surfaces, which can easily lead to single-axle overload. This vehicle's control system, by integrating target suspension parameters, precisely matches the torque distribution to the vehicle's current dynamic state, significantly reducing the risk of slippage. For example, when the vehicle is cornering at high speed, ADAS dynamically adjusts the torque between the front and rear axles based on changes in roll stiffness feedback from the suspension, ensuring the vehicle maintains a stable trajectory and preventing fishtailing or skidding caused by improper torque distribution.

[0046] In some embodiments, the Integrated Brake Control Unit (IBCU) performs slippage control. When the vehicle's drive wheels slip (i.e., the wheel-end slip ratio exceeds a safe threshold, typically 15% to 20%), the IBCU monitors the difference between the rotational speed of each wheel and the vehicle's theoretical speed in real time using wheel speed sensors; this difference represents the wheel slip. For example, if the rear wheel speed is significantly higher than the vehicle's average speed, and the slip ratio exceeds 20%, the IBCU determines that slippage has occurred.

[0047] At this point, the IBCU calculates the target torque reduction and target engine speed based on information such as wheel end slip, target suspension parameters, target yaw angle, and target sideslip angle. The target torque reduction is the value that needs to be subtracted from the current drive torque to restore wheel grip. The target engine speed is the ideal engine speed to which the wheels are expected to return. The IBCU sends the target torque reduction and target engine speed to the VCU via the vehicle network for subsequent torque arbitration.

[0048] In some embodiments, the Vehicle Control Unit (VCU) is used to perform torque management and distribution for the electric drive system.

[0049] After receiving the target torque reduction value and target speed from the IBCU, the VCU first converts these two parameters into electric drive torque requirements. Then, it takes the smaller value of the electric drive torque requirements converted from the target torque reduction value and target speed to obtain the final required torque.

[0050] Subsequently, the VCU obtains the second target torque for the front and rear axles based on the final required torque (e.g., 120 Nm for the front axle and 56 Nm for the rear axle). Next, the VCU performs drivability processing on the first target torque for the front and rear axles sent by the ADAS and the second target torque for the front and rear axles requested by the IBCU. Drivability processing refers to prioritizing and smoothly adjusting torque requests from different sources, taking into account factors such as vehicle dynamic response, passenger comfort, and system safety. For example, when the ADAS requests a rear axle torque of 80 Nm, while the IBCU requests a reduction to 56 Nm, the VCU takes the smaller value of 56 Nm as the final rear axle torque, ensuring safety is prioritized. Simultaneously, the VCU filters the torque change rate to avoid abrupt torque jumps that could cause a jerkiness. Finally, the VCU outputs the actual torque for the front and rear axles (e.g., 120 Nm for the front axle and 56 Nm for the rear axle) to the drive system controller (Intelligent Power Unit, IPU) to drive the vehicle.

[0051] In this embodiment, when the vehicle is in a slippery environment and the speed reaches a threshold, the suspension system first performs stability control on the initial suspension parameters, generates target suspension parameters, and sends them to the ADAS. The ADAS combines the target suspension parameters with the required driving torque to distribute torque between the front and rear axles, generating the first target torque for the front and rear axles and sending it to the VCU. The IBCU determines the target torque reduction value and the target speed and sends them to the VCU. The VCU distributes torque based on the received target torque reduction value and target speed, generates the second target torque for the front and rear axles, and performs drivability processing with the first target torque for the front and rear axles, ultimately generating the actual torque for the front and rear axles to control the vehicle. The vehicle's control system achieves closed-loop control across the entire chain from perception and decision-making to execution, significantly improving the vehicle's safety, stability, and driving experience on slippery surfaces, effectively avoiding tire slippage and vehicle fishtailing and loss of control caused by excessive single-axle driving force. Simultaneously, the data interaction and control coupling between modules break the limitations of isolated operation of modules in related technologies, forming an efficient, intelligent, and reliable multi-system fusion control system.

[0052] In some embodiments, the system further includes: a steering system; the IBCU is further configured to analyze the actual yaw rate and the actual sideslip angle to obtain a corrected yaw rate and a slip sideslip angle, and send the corrected yaw rate and slip sideslip angle to the steering system; the steering system is configured to perform correction control based on the corrected yaw rate and the slip sideslip angle to obtain a target yaw angle and a target sideslip angle, and send the target yaw angle and the target sideslip angle to the IBCU.

[0053] In some embodiments, the steering system is an actuator for actively controlling the direction of the vehicle, used to drive the wheels to perform steering actions according to directional commands input by the driver or control system.

[0054] For example, the steering system can employ Electric Power Steering (EPS) technology, which transmits steering intentions via electronic signals to achieve highly responsive control without mechanical linkage. Specific forms of steering systems include electric power steering systems, hydraulic power steering systems, and fully electronic steer-by-wire systems.

[0055] There is a clear data interaction relationship between the steering system and the IBCU. The IBCU sends the corrected yaw rate and slip angle to the steering system as control inputs, and the steering system calculates the target yaw angle and target slip angle based on these inputs, and performs the corresponding correction operations. The data interaction mechanism between the steering system and the IBCU enables the vehicle to adjust its attitude in real time, effectively suppressing unintended yaw and slip, and improving handling safety.

[0056] In some embodiments, the actual yaw rate refers to the actual angular velocity of the vehicle's rotation about its vertical axis, which can be measured by an onboard IMU sensor or gyroscope, reflecting the vehicle's current lateral motion state. The actual sideslip angle is the angle between the actual direction of motion at the vehicle's center of gravity and the vehicle's longitudinal axis, and can be calculated jointly using GPS positioning data, vehicle speed sensor, and steering wheel angle sensor. On slippery surfaces, deviations in these two parameters can easily lead to loss of vehicle control.

[0057] The corrected yaw rate is a compensation amount calculated by the IBCU based on the difference between the actual yaw rate and the desired yaw rate, used to eliminate unintended yaw caused by slippage or external disturbances. The slip angle is a deviation calculated by the IBCU based on the difference between the steering wheel angle and the actual slip angle, used to quantify the degree of lateral slippage that occurs during steering. In other words, the corrected yaw rate and slip angle reflect the degree of deviation between the current vehicle attitude and the ideal trajectory.

[0058] For example, when a vehicle accelerates or changes lanes on a slippery surface, the IBCU continuously collects actual yaw rate and actual slip angle data. Combining this with steering wheel angle and vehicle speed information, it calculates corrected yaw rate and slip angle. The IBCU then sends the corrected yaw rate and slip angle to the steering system via a CAN bus or Ethernet interface. Upon receiving the control command, the steering system activates a correction control algorithm, adjusting the steering angle and torque to converge the vehicle's actual yaw and slip angles towards the target yaw and slip angles. Simultaneously, the steering system feeds back the target yaw and slip angles generated after closed-loop control to the IBCU, forming the control closed loop.

[0059] In this embodiment, the IBCU analyzes the actual yaw rate and actual sideslip angle, generates a corrected yaw rate and slip sideslip angle, and sends them to the steering system. The steering system performs corrective control based on the received information, generates target yaw angle and target sideslip angle, and feeds them back to the IBCU. By introducing the steering system and establishing a closed-loop control mechanism with the IBCU, active corrective control of the vehicle's yaw and sideslip angles is achieved. This control mechanism can suppress unintended yaw and sideslip in real time, thereby accelerating the vehicle's tail-slip convergence speed and further improving the vehicle's handling stability and safety on slippery roads.

[0060] In some embodiments, the suspension system is further configured to send target suspension parameters to the IBCU; the IBCU is further configured to perform slip control based on the target yaw angle, target sideslip angle, target suspension parameters and wheel end slip, and determine the target torque reduction value and target speed.

[0061] In some embodiments, when a vehicle enters a wet and slippery road surface scenario, the suspension system first identifies the current road conditions (such as rain sensor, ADAS LiDAR feedback) and tire conditions (such as wear level, water drainage capacity), then calculates and generates the corresponding target suspension parameters, and transmits the target suspension parameters to the IBCU to ensure that the IBCU can obtain the latest suspension status information in a timely manner, thereby achieving more precise drive control.

[0062] In some embodiments, the IBCU receives target yaw angle and target slip angle from the steering system. These target yaw angle and target slip angle reflect the degree of deviation between the vehicle's expected trajectory and the current actual trajectory, and are important indicators for determining whether the vehicle has experienced unexpected yaw or fishtailing. Simultaneously, the IBCU can also calculate the target torque reduction value and target speed by combining target suspension parameters (such as load distribution, damping state, and roll stiffness) and wheel-end slip.

[0063] Here, wheel slip is a physical quantity that measures the degree of wheel slippage. Specifically, it is the difference between the actual wheel speed and the vehicle's theoretical speed divided by the theoretical speed, and can be expressed as a percentage. When the wheel slip exceeds the optimal grip range of 15%-20%, it indicates that the wheel is slipping, and slip control must be triggered immediately. Slip control refers to the process by which the IBCU, upon detecting wheel slippage (i.e., wheel slip exceeding a set threshold), integrates feedback information from multiple systems and takes measures such as torque reduction or speed control to restore wheel grip and stabilize the vehicle's posture.

[0064] In this embodiment, the suspension system sends the target suspension parameters to the IBCU. The IBCU performs a comprehensive analysis combining the target yaw angle, target sideslip angle, target suspension parameters, and wheel-end slip to determine the target torque reduction value and target speed. This enables multi-system coordinated control, improving the accuracy and response speed of slip control, thereby effectively suppressing fishtailing or hydroplaning during acceleration on wet roads. This ensures driving safety and enhances the driving stability and user experience of new energy vehicles in complex road conditions.

[0065] In some embodiments, the system further includes: a drive system controller (IPU); the VCU is also configured to send the actual torque of the front and rear axles to the IPU; the IPU is configured to perform drive control based on the actual torque of the front and rear axles.

[0066] In some embodiments, the IPU is used to perform drive control. The IPU can be integrated into the electric drive assembly or deployed independently, and has high real-time and high reliability control capabilities.

[0067] After the VCU determines the actual torque of the front and rear axles, it can send the actual torque to the IPU. Based on the received actual torque, the IPU executes specific drive operations on the electric drive system, including but not limited to motor torque output, speed adjustment, and current control, to achieve the vehicle's desired motion state. For example, when the VCU requests a reduction in rear axle torque, the IPU immediately adjusts the output of the rear motor to reduce wheel-end driving force and prevent wheel slippage; if the front axle torque demand increases, the IPU correspondingly increases the front motor torque to enhance front axle grip. In other words, the IPU, VCU, and the actual torque of the front and rear axles form a closed-loop control chain. The VCU, as the upper-level control unit, generates the actual torque of the front and rear axles and sends it to the IPU via the communication interface; the IPU, as the execution unit, directly controls the electric drive system to output the corresponding torque based on the actual torque of the front and rear axles. This mechanism enables the powertrain to flexibly respond to complex road conditions, especially on slippery surfaces, effectively preventing the risk of vehicle skidding, hydroplaning, and other loss of control through precise torque distribution and control.

[0068] In this embodiment, the VCU sends the actual torque of the front and rear axles to the IPU, and the IPU executes specific drive control operations based on the torque command. By introducing the IPU as the drive execution unit, a complete closed loop from control command to physical drive is achieved, ensuring that the torque control command can be executed accurately and in a timely manner, thus improving the reliability and response speed of the entire control system.

[0069] In some embodiments, the IPU is further configured to send the actual torque of the front and rear axles to the ADAS; the ADAS is further configured to perform closed-loop control based on the actual torque of the front and rear axles.

[0070] Here, ADAS is not only responsible for basic functions such as lane keeping and automatic cruise control, but also for functions such as wet and slippery road surface recognition and drive stability control. After receiving the actual torque data of the front and rear axles from the IPU, ADAS can combine it with other sensor information (such as wheel speed sensors, inertial measurement units, rain sensors, etc.) to comprehensively evaluate the current driving state of the vehicle, thereby deciding whether to intervene in control to improve driving safety.

[0071] In some embodiments, when ADAS receives the actual torque of the front and rear axles, it can calculate the deviation between the current driving state and the desired state (such as yaw rate, slip angle, etc.) and generate corresponding control commands.

[0072] For example, ADAS can analyze the actual torque of the front and rear axles in real time through control algorithms (such as PID control, model predictive control, etc.). For instance, ADAS can set an ideal torque distribution ratio (such as 50:50 front and rear axles), and trigger closed-loop control when the actual distribution deviates from the ideal torque distribution ratio by more than a preset threshold.

[0073] In some embodiments, closed-loop control refers to the process of continuously adjusting the control output through a feedback mechanism to ensure that the system output remains consistent with the target value. For example, ADAS dynamically adjusts the drive torque distribution or braking request based on the actual torque of the front and rear axles sent by the IPU, combined with feedback signals such as the vehicle's current yaw rate, sideslip angle, and wheel speed, forming a complete control loop. This suppresses vehicle skidding or hydroplaning caused by uneven drive torque distribution.

[0074] Therefore, the IPU, as the power actuator, is responsible for collecting and reporting drive data; while the ADAS, as the control decision-making end, uses drive data for stability analysis and control strategy formulation. This data flow relationship ensures that the ADAS can monitor the vehicle's power output status in real time, promptly detect potential slippage risks, and take corresponding measures.

[0075] In this embodiment, the IPU feeds back the actual front and rear axle torques to the ADAS, which then adjusts the closed-loop control accordingly. By constructing a closed-loop feedback path between the ADAS and the IPU, real-time monitoring and dynamic adjustment of the vehicle's driving state can be achieved. This allows for rapid response to skidding risks and effectively prevents the vehicle from fishtailing and losing control at high speeds on slippery surfaces, thus improving overall driving safety.

[0076] In some embodiments, ADAS is also used to analyze the target vehicle speed and determine the required driving torque when the vehicle is in intelligent driving mode.

[0077] When the vehicle is in intelligent driving mode, ADAS analyzes the target vehicle speed to determine the required driving torque for the current driving scenario.

[0078] Here, the target speed is the desired driving speed calculated by the intelligent driving system based on a comprehensive analysis of the navigation route, traffic rules, road conditions ahead, and speed limit information. It is typically generated by the navigation-assisted driving algorithm and sent to ADAS. After receiving the target speed, ADAS converts it into the corresponding driving torque requirement through a built-in torque mapping model or lookup table mechanism, thereby ensuring that the vehicle can drive smoothly and safely at the expected speed.

[0079] In this embodiment, when the vehicle is in intelligent driving mode, the ADAS analyzes the target vehicle speed to determine the required driving torque. By directly analyzing the driving demand by the ADAS in intelligent driving mode, the problem of driving force overload caused by human error or aggressive driving is avoided, thereby effectively preventing the risk of skidding and loss of control on high-speed wet and slippery roads, and thus improving the overall vehicle driving safety and driving comfort.

[0080] In some embodiments, the system further includes a vehicle identification system; the vehicle identification system is used to determine, based on vehicle sensing data, that the vehicle is in a slippery environment and to send the environment data to the suspension system.

[0081] Here, scene data is used to indicate that the vehicle is in a slippery scene. Vehicle sensor data includes wheel speed, road surface slipperiness parameters, rainfall level, water film thickness, and tire wear parameters.

[0082] In some embodiments, the vehicle identification system is used to monitor the vehicle's operating status in real time and identify whether the current driving environment is a slippery scenario. This system collects and processes various vehicle sensor data to determine whether the vehicle is on a slippery road surface, thereby providing a basis for subsequent suspension control decisions.

[0083] For example, a vehicle recognition system can receive data from multiple sources such as lidar, rain sensors, and tire pressure monitoring systems, and output a wet and slippery scene judgment result after processing by a fusion algorithm.

[0084] Wheel speed refers to the instantaneous rotational speed of each wheel of a vehicle, which can be obtained through wheel speed sensors. Wheel speed is used to determine whether slippage is occurring; that is, when the rotational speed of a certain wheel is significantly higher than that of other wheels or the actual driving speed of the vehicle, it indicates that a wheel may have slipped.

[0085] Road surface slippage parameters are indicators reflecting changes in the road surface adhesion coefficient, and can be obtained through methods such as lidar diffuse reflection intensity, infrared imaging, or vibration sensors. Road surface slippage parameters are directly related to the magnitude of friction between the tire and the road surface, and are used to determine the degree of slippage. For example, when lidar detects a decrease in the intensity of the road surface reflection signal, it indicates the possible presence of water or oil on the road surface, thus inferring an increase in the road surface slippage parameters.

[0086] Rainfall level indicates the intensity of current rainfall and is typically measured by a rain sensor mounted on the windshield. Rainfall level data is used to assess the likelihood and extent to which roads will be covered by water. For example, when the rainfall level reaches moderate rain or above, the vehicle control system will automatically raise the warning level for slippery conditions and make a comprehensive judgment based on road conditions, vehicle speed, and other parameters.

[0087] Water film thickness refers to the thickness of the thin film formed by water on the road surface, directly affecting the tire's water drainage capacity. Water film thickness can be measured using ultrasonic or optical sensors. For example, when the water film thickness exceeds 3mm, the vehicle control system will determine it as a high-risk slippery situation and immediately initiate intervention measures.

[0088] Tire wear parameters reflect the degree of wear on the tire surface, including tread depth and tread wear rate. These parameters can be collected by a Tire Pressure Monitoring System (TPMS) or a dedicated camera. For example, when the tread depth is less than 1.6 mm, the system will consider the tire wear parameters as a high-risk factor and advise the driver to slow down or switch driving modes.

[0089] After obtaining the above sensor data, it can be determined that the vehicle is in a slippery environment based on the sensor data, and then the environment data can be sent.

[0090] Here, "slippery scenario" refers to an environment where the vehicle is driving on a road surface with a significantly reduced coefficient of friction, such as in rain, snow, icy roads, or flooded areas. In slippery scenarios, the friction between the tires and the road surface decreases, making the vehicle more prone to skidding, fishtailing, or increased braking distance.

[0091] Scene data indicates the specific driving environment the vehicle is currently in. Scene data can include fields such as the judgment result of the slippery scenario, confidence level, duration, and relevant sensor data. The purpose of scene data is to provide precise control information for the suspension system, enabling it to adopt differentiated control strategies based on different levels of slipperiness. For example, in light slippery conditions, only damping is adjusted, while in heavy slippery conditions, both load distribution and roll stiffness are adjusted simultaneously.

[0092] In this embodiment, the vehicle recognition system comprehensively determines whether the vehicle is in a slippery environment based on multiple sensor data, and sends the environment data to the suspension system to trigger subsequent stability control procedures. In this way, by using multi-dimensional sensor data to determine slippery environments, potential risks can be identified in advance, and the stability control strategy of the suspension system can be triggered in a timely manner.

[0093] Figure 2 This is a schematic diagram of the architecture of a vehicle control system proposed in an embodiment of this application. Figure 2 See Figure 2 This includes a suspension system 101, a driver assistance system 102, a braking system controller 103, a powertrain controller 104, a steering system 201, a drive system controller 202, a vehicle identification sensor / monitoring system 203, and a cloud module 204. The uses and execution steps of the suspension system 101, driver assistance system 102, braking system controller 103, powertrain controller 104, steering system 201, drive system controller 202, vehicle identification sensor / monitoring system 203, and cloud module 204 include: S211, the cloud module 204 sends scene data to the suspension system 101. The suspension system 101 determines that the vehicle is in a slippery scenario based on the scene data, and the vehicle speed is greater than or equal to the vehicle speed threshold; at this time, the slippery mode is activated. The suspension system 101 performs stability control on the initial suspension parameters to obtain the target suspension parameters, and sends the target suspension parameters to the driver assistance system 102 and the braking system controller 103.

[0094] In some embodiments, the suspension system 101 includes a load module, a damping module, and a roll module. The initial suspension parameters include an initial load distribution value, an initial damping value, and an initial roll stiffness value. The load module is used to distribute the load for stability based on the initial load distribution value to obtain a target load distribution value. The damping module is used to adjust the damping based on the initial damping value to obtain a target damping value. The roll module is used to adjust the roll based on the initial roll stiffness value to obtain a target roll stiffness value. The target suspension parameters include a target load distribution value, a target damping value, and a target roll stiffness value.

[0095] S212, when the vehicle is in intelligent driving mode, the driving assistance system 102 analyzes the target vehicle speed to determine the required driving torque. Based on the target suspension parameters and the required driving torque, the driving assistance system 102 distributes the torque between the front and rear axles to obtain the first target torque for the front and rear axles, and sends this first target torque to the powertrain controller 104. The driving assistance system 102 can also receive the actual torque of the front and rear axles from the drivetrain controller 202 and perform closed-loop control based on the actual torque.

[0096] In some embodiments, the driving assistance system 102 performs NCA acceleration demand analysis / arbitration based on the target vehicle speed to obtain the drive demand torque, and then limits / distributes the drive demand torque to the front and rear axles to obtain a first target torque for the front axle and a first target torque for the rear axle. The first target torque for the front and rear axles includes the first target torque for the front axle and the first target torque for the rear axle.

[0097] S213, the braking system controller 103 analyzes the actual yaw rate and actual sideslip angle to obtain the corrected yaw rate and slip sideslip angle, and sends the corrected yaw rate and slip sideslip angle to the steering system; the braking system controller 103 can also receive target suspension parameters from the suspension system 101 and target yaw rate and target sideslip angle from the steering system 201; based on the target yaw rate, target sideslip angle, target suspension parameters and wheel end slip, slip control is performed to determine the target torque reduction value and target speed.

[0098] In some embodiments, the braking system controller 103 further includes a speed control module and a torque control module, wherein the speed control module determines the target torque reduction value and the torque control module determines the target speed.

[0099] S214, after receiving the corrected yaw rate and slip angle from the brake system controller 103, the steering system 201 performs correction control based on the corrected yaw rate and slip angle to obtain the target yaw rate and target slip angle, and sends the target yaw rate and target slip angle to the brake system controller 103.

[0100] In some embodiments, the steering system 201 includes a yaw rate control module and a slip angle control module. The yaw rate control module is used to perform correction control based on the corrected yaw rate to obtain a target yaw rate. The slip angle control module is used to perform correction control based on the slip angle to obtain a target slip angle.

[0101] S215, after receiving the target torque reduction value and target speed from the braking system controller 103, the power system controller 104 performs torque distribution based on the target torque reduction value and target speed to obtain the second target torque of the front and rear axles; the first target torque of the front and rear axles and the second target torque of the front and rear axles are processed for drivability to obtain the actual torque of the front and rear axles, so as to control the vehicle using the actual torque of the front and rear axles.

[0102] In some embodiments, after receiving the target torque reduction value and the target speed, the powertrain controller 104 performs motor demand torque arbitration on the target torque reduction value and the target speed to obtain the second target torque for the front and rear axles. The second target torque for the front and rear axles includes the second target torque for the front axle and the second target torque for the rear axle. Here, drivability processing can also be referred to as torque drivability processing.

[0103] S216, the drive system controller 202 receives the actual torque of the front and rear axles from the power system controller 104, performs drive control based on the actual torque of the front and rear axles, and sends the actual torque of the front and rear axles to the ADAS.

[0104] Combination Figure 2 It is understood that the vehicle's control system also includes a vehicle identification sensor / monitoring system 203; the vehicle identification sensor / monitoring system 203 is used for rainfall recognition; identifying the status of windshield wiper fixtures; identifying road surface water accumulation; identifying road surface water film depth; tire detection system (wear, adhesion, tire noise, vibration, etc.); ADAS wet skid recognition; identifying load, ax, ay, and slope, and determining parameters such as front and rear axle weight ratio, rainfall level, and ax.ay factor based on this. The cloud module 204 is based on statistical analysis and adaptive learning verification of the monitoring model for after-sales tire wear / drainage detection services.

[0105] Figure 3 This is a schematic diagram of the architecture of another vehicle control system proposed in an embodiment of this application. See also... Figure 3The system includes: a suspension system 101, a driver assistance system 102, a braking system controller 103, a power system controller 104, a steering system 201, and a drive system controller 202. The suspension system 101, driver assistance system 102, braking system controller 103, power system controller 104, steering system 201, and drive system controller 202 are interconnected.

[0106] In some embodiments, the suspension system 101, driver assistance system 102, braking system controller 103, power system controller 104, steering system 201, and drive system controller 202 are connected via a vehicle CAN network gateway.

[0107] Among them, after receiving information such as rain level / wiper working status, night recognition function, tire noise / tire vibration acceleration, and wheel speed / wheel dynamics / driving mileage collected by ADAS recognition system: radar / camera, and Wss wheel speed sensor, the driving assistance system 102 performs intelligent acceleration demand analysis / arbitration and electric braking torque front and rear axle stability distribution / limitation to obtain the first target torque for the front and rear axles.

[0108] Simultaneously, this information can also be sent to the suspension system 101, braking system controller 103, powertrain controller 104, and steering system 201. The suspension system 101 performs load stability distribution, adaptive damping adjustment, and adaptive roll stiffness adjustment. The torque control module and speed control module of the braking system controller 103 perform slippage control and output corrected yaw rate and slip angle. The powertrain controller 104 performs electric braking torque drivability arbitration, outputs the actual torque of the front and rear axles, and can then send the actual torque of the front and rear axles to the drive system controller 202, which performs drive control based on the actual torque of the front and rear axles. The steering system 201 performs yaw rate suppression, slip angle suppression, and lane keeping assist delayed disengagement.

[0109] Furthermore, the suspension system 101, braking system controller 103, power system controller 104, steering system 201, and drive system controller 202 can send the execution results to the driving assistance system 102 to achieve closed-loop control of the vehicle. Based on the cooperation of the above controllers, the electric vehicle can drive stably under high-speed wet and slippery driving conditions.

[0110] Figure 4 This is a schematic diagram illustrating the effect analysis of a vehicle control method proposed in this application. The vehicle control method involves three links (namely, ADAS main control link, active suspension main control link, and steer-by-wire main control link) and the fusion control of three controllers (i.e., driver assistance system, suspension system, and steering system).

[0111] like Figure 4 As shown, the effect analysis involves four parts: scene recognition end, control system, system fusion, and control effect after fusion.

[0112] The scene recognition component involves an ADAS recognition module, intelligent tire monitoring, a vehicle rain sensor / wiper system, and vehicle AX / AY / slope sensors. The ADAS recognition module acquires vehicle sensor data via laser and radar. Intelligent tire monitoring identifies information such as tire wear, water drainage, NVH (noise, vibration, and harshness), and vibration. The vehicle rain sensor / wiper system acquires vehicle sensor data through rain sensors and wipers.

[0113] The control system involves ADAS, suspension, and steering systems. Vehicle sensor data identified by the scene recognition terminal can be synchronously sent to ADAS, suspension, and steering systems. ADAS can perform NCA speed limiting and NCA speed limit reminders through ADAS main control link 1; it can also perform lane keeping delay exit and drive force stability distribution through ADAS main control link 2. The suspension system can perform adaptive adjustment of vehicle load through active suspension main control link 3; the suspension system can also perform adaptive adjustment of suspension damping and roll stiffness through active suspension main control link 4. The steering system can perform active control to correct yaw rate and slip angle through steer-by-wire main control link 5.

[0114] The system integration involves aggressive driving and yaw control. Specifically, aggressive driving is achieved through ADAS, suspension, and steering systems; yaw control is achieved through ADAS, suspension, and steering systems.

[0115] The integrated control effects include those achieved through aggressive driving and those achieved through yaw control. Specifically, the effects achieved through aggressive driving include: speed limiting (preventing excessive speed and tires from exceeding their traction limits), speed limit reminders (human-machine interaction reminders to reduce driver complaints), and load stability distribution (concentrating load on a single axle (rear axle) to prevent tires from exceeding their traction limits).

[0116] The effects achieved through yaw control include: delayed lane keeping (avoiding tail-swing caused by untimely driver intervention), adaptive damping adjustment (keeping the vehicle grounded, maintaining optimal vehicle following, and achieving optimal stability control during recovery), roll adjustment (actively adjusting roll stiffness during cornering / lane changes to strengthen vehicle support and prevent lateral slip), and active suppression of yaw rate and slip angle correction (reducing unintended yaw and accelerating tail-swing recovery).

[0117] The vehicle control method provided in this disclosure will be described in detail below through an embodiment, taking into account a specific application scenario.

[0118] New energy vehicles have repeatedly experienced high-speed skidding and loss of control while driving at high speeds on slippery roads in intelligent driving mode, resulting in serious traffic accidents with vehicle damage and personal injuries. Accident investigations and causal analysis revealed similar characteristics in the accidents: the vehicles involved generally had severely worn tires, were traveling at speeds between 100 and 140 kph, and the road surface was 100% slippery.

[0119] In some solutions, driving force is transferred to the front axle when slippage is detected in rain, and vehicle stability is improved through torque control. In other solutions, rain sensors are used to identify rain conditions, and vehicle height is controlled in a coordinated manner through a smart grille, smart rear spoiler, and air spring suspension to improve vehicle stability. In still other solutions, the electric braking system is triggered or the acceleration capability MAP is adjusted to enhance vehicle stability based on the rain level identification results.

[0120] Analysis of accident data shows that high-speed wet and slippery driving conditions (acceleration) are all due to aggressive driving. During acceleration, the driving force is concentrated on the rear wheel on a single axle. The driving torque on a single axle exceeds the tire adhesion limit, causing slippage, which leads to vehicle yaw / fishtailing and loss of control / hydroplaning.

[0121] To address the aforementioned issues, a vehicle control system and method are provided. This disclosure can be explained from aspects such as scene recognition, control system, system fusion, and the control effect after fusion.

[0122] The scene recognition end includes an ADAS recognition module (laser, radar), a tire intelligent monitoring module (Kam roundness, wear, drainage, NVH, vibration, etc.), a vehicle rain sensor and wiper system (rain sensor, wiper), and a whole vehicle AX / AY / slope sensor, which are used to realize full-scene recognition of wet and slippery road surfaces.

[0123] The control system includes four controllers: ADAS system, VCU, IBCU, VMC, and EPS, and has five functions: ADAS system has NCA speed limit function and NCA speed limit reminder function; ADAS system has lane keeping delay exit function and drive force stability distribution function; active suspension system has vehicle load adaptive adjustment function; active suspension system has suspension damping and roll stiffness adaptive adjustment function; steer-by-wire system has active yaw rate suppression function and slip angle active suppression function.

[0124] The technical benefits of integrated control include: speed limiting prevents excessive vehicle speeds and tires from exceeding their grip limits; speed limit reminders reduce driver complaints through the human-machine interface; load stability distribution prevents load concentration on a single axle (rear axle) and tires from exceeding their grip limits; lane keeping assist delayed exit can address vehicle skidding caused by untimely intervention from the intelligent driving system; adaptive damping adjustment optimizes vehicle road grip, body following, and self-centering stability; roll adjustment actively enhances support during cornering or lane changes to prevent lateral deviation; and active yaw rate suppression and slip angle suppression reduce unintended yaw and accelerate the recovery process from skidding.

[0125] like Figure 2 The diagram illustrates a vehicle control system according to the present invention. The responsibilities of each unit within this system are as follows: The ADAS (Advanced Driver Assistance System) is responsible for analyzing and arbitrating driving requirements under intelligent driving conditions. It integrates ADAS identification modules (laser, radar), intelligent tire monitoring (Kam roundness, wear, drainage, NVH, vibration, etc.), vehicle rain sensors and wiper systems (rain sensors, wipers), vehicle AX / AY / slope sensors, and suspension adaptive adjustment status, used to perform stability distribution and limit driving force; the IBCU (Independent Boring Unit) has a torque control module interface path slip control function after slippage and a speed control module after slippage. The interface path slip control function analyzes the target yaw deviation based on the driver's steering input, and also analyzes the slip angle; the VCU analyzes the torque distribution and drivability processing of the electric drive system according to the request of the torque control module or speed control module of the IBCU; the steering system is responsible for actively suppressing yaw motion and correcting vehicle attitude based on the target yaw rate and target slip angle provided by the IBCU; the suspension system is responsible for entering wet mode based on the wet scene and tire health status detected by the ADAS recognition module, and actively distributing and adjusting the vehicle load, suspension damping and roll stiffness.

[0126] Furthermore, the interaction process of each unit is as follows: During high-speed driving, ADAS analyzes the target vehicle speed to obtain the required driving torque. ADAS combines the target suspension parameters to perform stability control of the driving force, determines the first target torque for the front and rear axles, and sends the first target torque for the front and rear axles to the VCU for processing.

[0127] The IBCU performs slip control via the torque control module interface path after slippage, sending the target torque reduction value to the VCU slippage module based on the wheel-end slip and target suspension parameters. It also performs slip control via the speed control module interface path after slippage, requesting the target speed from the VCU slippage module based on the wheel-end slip and target suspension parameters. The control system reduces the drive torque of the slipping wheel to zero to eliminate wheel slippage and restore the wheel slip ratio to the normal range.

[0128] The actual yaw rate and actual sideslip angle are analyzed to obtain the corrected yaw rate and slip angle. The corrected yaw rate is calculated by the difference between the desired yaw rate and the actual yaw rate. The slip angle is calculated by the difference between the steering wheel angle and the vehicle's actual sideslip angle. The corrected yaw rate and slip angle are output to the steering module, which receives these parameters and performs corrective control based on them. The target yaw rate and target slip angle after corrective control are then sent to the IBCU.

[0129] The VCU converts the target torque reduction value and target speed into electric drive torque requirements. It calculates the absolute values ​​of the electric drive torque requirements converted from the target torque reduction value and the torque requirements converted from the target speed, and selects the smaller value as the final required torque, i.e., the second target torque for the front and rear axles. This second target torque for the front and rear axles is then input to the drivability processing module for arbitration. The drivability processing module arbitrates the first and second target torques for the front and rear axles to obtain the actual torques for the front and rear axles, and requests the IPU to execute the drive torque response.

[0130] The suspension system adaptively adjusts based on the target damping value to improve the vehicle's road grip, body following performance, and self-centering stability, achieving optimal control. When the vehicle is cornering or changing lanes, adjustments are made based on the target roll stiffness value to enhance the overall support performance of the vehicle and prevent lateral drift.

[0131] In addition, it also includes the stability distribution of the vehicle load. Ideally, the load is evenly distributed to the front and rear axles. However, under special conditions such as cornering, the control system can dynamically adjust the load distribution of the front and rear axles according to actual needs to prevent the load from being excessively concentrated on the front axle and causing wheel slippage.

[0132] Once the suspension system reaches its optimal stability state, the adjusted control parameters can be fed back to the ADAS in a closed loop. The ADAS then uses these parameters to perform front-to-rear axle torque distribution or limiting operations. Additionally, the adjusted control parameters can be fed back to the IBCU to enable differentiated parameter calls and stability control based on the system's operating state.

[0133] Secondly, embodiments of this disclosure provide a flowchart illustrating a vehicle control method, see below. Figure 5 The control method for this vehicle may specifically include: S501, when the vehicle is in a slippery environment and the vehicle speed is greater than or equal to the vehicle speed threshold, performs stability control on the initial suspension parameters to obtain the target suspension parameters, and sends the target suspension parameters to the driver assistance system ADAS.

[0134] S502 uses ADAS to distribute the front and rear axles based on the target suspension parameters and drive torque demand, obtains the first target torque for the front and rear axles, and sends the first target torque for the front and rear axles to the powertrain controller VCU.

[0135] S503 determines the target torque reduction value and target speed through the brake system controller IBCU, and sends the target torque reduction value and target speed to the VCU.

[0136] S504 uses the VCU to distribute torque based on the target torque reduction value and target speed to obtain the second target torque for the front and rear axles; it then performs drivability processing on the first and second target torques of the front and rear axles to obtain the actual torques of the front and rear axles, and uses the actual torques of the front and rear axles to control the vehicle.

[0137] In some embodiments, the method further includes: S505 analyzes the actual yaw rate and actual sideslip angle through the IBCU to obtain the corrected yaw rate and slip angle, and sends the corrected yaw rate and slip angle to the steering system.

[0138] S506 uses the steering system to perform corrective control based on the corrected yaw rate and slip angle to obtain the target yaw rate and target slip angle, and sends the target yaw rate and target slip angle to the IBCU.

[0139] In some embodiments, the method further includes: S507 sends target suspension parameters to the IBCU via the suspension system.

[0140] The S508 uses the IBCU to control slippage based on the target yaw rate, target sideslip angle, target suspension parameters, and wheel end slip, thereby determining the target torque reduction value and target speed.

[0141] In some embodiments, controlling the vehicle using the actual torque of the front and rear axles includes: S5041 sends the actual torque of the front and rear axles to the IPU via the VCU.

[0142] The S5042 uses the IPU to control the drive based on the actual torque of the front and rear axles.

[0143] In some embodiments, the method further includes: S5043 sends the actual torque of the front and rear axles to ADAS via IPU.

[0144] The S5044 uses ADAS for closed-loop control based on the actual torque of the front and rear axles.

[0145] In some embodiments, before S502 performs front-to-rear axle distribution via ADAS based on target suspension parameters and drive demand torque, the method further includes: The S601 uses ADAS to analyze the target vehicle speed and determine the required torque for driving when the vehicle is in intelligent driving mode.

[0146] In some embodiments, in S501, before the vehicle is in a slippery situation, the method further includes: S701 uses the vehicle identification system to determine that the vehicle is in a wet and slippery environment based on vehicle sensor data, and sends the environment data to the suspension system. The environment data is used to indicate that the vehicle is in a wet and slippery environment. The vehicle sensor data includes wheel speed, road surface wetness parameters, rainfall level, water film thickness, and tire wear parameters.

[0147] In some embodiments, the target suspension parameters include the target load distribution value, the target damping value, and the target roll stiffness value.

[0148] It should be noted that the vehicle control device provided in this embodiment includes all the units included, which can be implemented by a processor in an electronic device; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field-programmable gate array (FPGA), etc.

[0149] The description of the above apparatus embodiments is similar to that of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the apparatus embodiments of this disclosure, please refer to the description of the method embodiments of this disclosure for understanding.

[0150] It should be noted that, in the embodiments of this disclosure, if the above-described vehicle driving control method is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this disclosure, or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several voice commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this disclosure. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, external hard drive, read-only memory (ROM), magnetic disk, or optical disk. Thus, the embodiments of this disclosure are not limited to any specific hardware and software combination.

[0151] Thirdly, this disclosure provides a vehicle that includes at least: a vehicle controller, a suspension system, a driver assistance system (ADAS), a brake system controller (IBCU), and a powertrain controller (VCU). The vehicle controller, suspension system, ADAS, IBCU, and VCU are communicatively connected. The vehicle controller stores a computer program or instructions, and when the computer program or instructions are executed by the vehicle controller, the above-described method is implemented.

[0152] This disclosure provides a storage medium, namely a computer-readable storage medium, on which a computer program or voice instruction is stored. When the computer program or voice instruction is executed by a processor, it implements the steps in any of the vehicle control methods provided in the first aspect of the above embodiments.

[0153] This disclosure provides a computer program product, which includes a computer program or voice instructions. When the computer program or voice instructions are executed by a processor, they implement the steps in any of the vehicle control methods provided in the first aspect of the above embodiments.

[0154] It should be noted that the descriptions of the above embodiments of storage media, devices, apparatuses, and program products are similar to the descriptions of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the embodiments of storage media, devices, apparatuses, and program products of this disclosure, please refer to the descriptions of the method embodiments of this disclosure for understanding.

[0155] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this disclosure. Therefore, "in one embodiment" or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this disclosure, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this disclosure. The sequence numbers of the above-described embodiments are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0156] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0157] In the several embodiments provided in this disclosure, 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. For example, multiple units or components may be combined, integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed may be through some interfaces. The indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0158] 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. 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.

[0159] In addition, each functional unit in the various embodiments of this disclosure can be integrated into one processing unit, 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 the form of hardware plus software functional units.

[0160] 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 voice commands. 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 that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0161] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this disclosure, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several voice commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this disclosure. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0162] The above are merely embodiments of this disclosure, but the scope of protection of this disclosure 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 disclosure should be included within the scope of protection of this disclosure.

[0163] It should be understood that if this disclosure references any user data and personal information (including but not limited to device information, behavioral data, location information, etc.) and before applying the technical solutions described in the embodiments of this disclosure, the relevant products or services should comply with the laws and regulations concerning the protection of user data and personal information, strictly process users' personal information and data in accordance with the provisions of applicable laws and regulations throughout the entire data processing lifecycle, follow the principles of legality, legitimacy, necessity, good faith, openness, and transparency, and adopt reasonable privacy design schemes and technical measures to ensure the security of user data and personal information, protect users' legitimate rights and interests, and prevent the risks of leakage, theft, or tampering of user data and personal information.

[0164] Specifically, the company must publish and display its privacy policy in a prominent position on the user interface, clearly informing users of the types, purposes, uses, and methods of processing personal information, as well as other matters that should be disclosed as required by laws and regulations; obtain users' prior informed consent or explicit authorization for data processing through user-initiated interaction (such as confirmation pop-ups); process or store user data securely within the legally required timeframe; adopt a series of security technologies and management measures, including but not limited to data encryption and access control; share and transfer user data within the scope permitted by law and in a legally required manner; and process user rights, including the rights to query, access, correct, delete, withdraw authorization and consent, cancel registration, and obtain copies of personal information, within the legally required timeframe.

Claims

1. A vehicle control system, characterized in that, The system includes: a suspension system, an ADAS driver assistance system, an IBCU (Integrated Braking Unit Control Unit), and a VCU (Voltage Control Unit); The suspension system is used to perform stability control on the initial suspension parameters when the vehicle is in a slippery environment and the vehicle speed is greater than or equal to a speed threshold, to obtain target suspension parameters, and to send the target suspension parameters to the ADAS. The ADAS is used to distribute the front and rear axles based on the target suspension parameters and drive demand torque, obtain the first target torque of the front and rear axles, and send the first target torque of the front and rear axles to the VCU. The IBCU is used to determine the target torque reduction value and the target speed, and to send the target torque reduction value and the target speed to the VCU; The VCU is used to distribute torque based on the target torque reduction value and the target speed to obtain a second target torque for the front and rear axles; and to perform drivability processing on the first target torque for the front and rear axles and the second target torque for the front and rear axles to obtain the actual torque for the front and rear axles, so as to control the vehicle using the actual torque for the front and rear axles.

2. The system according to claim 1, characterized in that, The system also includes: a steering system; The IBCU is also used to analyze the actual yaw rate and the actual sideslip angle to obtain the corrected yaw rate and the slip sideslip angle, and send the corrected yaw rate and the slip sideslip angle to the steering system. The steering system is used to perform correction control based on the corrected yaw rate and the slip angle to obtain the target yaw rate and the target slip angle, and to send the target yaw rate and the target slip angle to the IBCU.

3. The system according to claim 2, characterized in that, The suspension system is also used to send the target suspension parameters to the IBCU; The IBCU is also used to perform slip control based on the target yaw rate, the target sideslip angle, the target suspension parameters, and wheel end slip, and to determine the target torque reduction value and the target speed.

4. The system according to claim 1, characterized in that, The system also includes: a drive system controller (IPU); The VCU is also used to send the actual torque of the front and rear axles to the IPU; The IPU is used to perform drive control based on the actual torque of the front and rear axles.

5. The system according to claim 4, characterized in that, The IPU is also used to send the actual torque of the front and rear axles to the ADAS; The ADAS is also used to perform closed-loop control based on the actual torque of the front and rear axles.

6. The system according to any one of claims 1-5, characterized in that, The ADAS is also used to analyze the target vehicle speed and determine the required driving torque when the vehicle is in intelligent driving mode.

7. The system according to any one of claims 1-5, characterized in that, The system also includes: a vehicle identification system; The vehicle identification system is used to determine that the vehicle is in the wet and slippery scenario based on vehicle sensor data, and to send scenario data to the suspension system. The scenario data is used to indicate that the vehicle is in the wet and slippery scenario. The vehicle sensor data includes wheel speed, road surface wet and slippery parameters, rainfall level, water film thickness, and tire wear parameters.

8. The system according to any one of claims 1-5, characterized in that, The target suspension parameters include the target load distribution value, the target damping value, and the target roll stiffness value.

9. A method for controlling a vehicle, characterized in that, The method includes: When the vehicle is in a slippery environment and the vehicle speed is greater than or equal to a speed threshold, the initial suspension parameters are controlled for stability to obtain target suspension parameters, and the target suspension parameters are sent to the driver assistance system ADAS. The ADAS distributes the front and rear axles based on the target suspension parameters and drive torque demand to obtain the first target torque for the front and rear axles, and sends the first target torque for the front and rear axles to the powertrain controller VCU. The target torque reduction value and the target speed are determined by the brake system controller IBCU, and the target torque reduction value and the target speed are sent to the VCU. The VCU distributes torque based on the target torque reduction value and the target speed to obtain the second target torque for the front and rear axles; the first target torque for the front and rear axles and the second target torque for the front and rear axles are processed for drivability to obtain the actual torque for the front and rear axles, so as to control the vehicle using the actual torque for the front and rear axles.

10. The method according to claim 9, characterized in that, The method further includes: The actual yaw rate and actual sideslip angle are analyzed by the IBCU to obtain the corrected yaw rate and slip sideslip angle, and the corrected yaw rate and slip sideslip angle are sent to the steering system. The steering system performs correction control based on the corrected yaw rate and the slip angle to obtain the target yaw rate and the target slip angle, and sends the target yaw rate and the target slip angle to the IBCU.

11. A vehicle, characterized in that, The vehicle includes at least a vehicle controller, a suspension system, an ADAS (Advanced Driver Assistance System), an IBCU (Integrated Braking Unit Controller), and a VCU (Powertrain Unit Controller). The vehicle controller, the suspension system, the ADAS, the IBCU, and the VCU are communicatively connected. 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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