Vehicle drive fusion control method, device, system, domain controller, vehicle and medium

Abstract

The application provides a vehicle driving and braking fusion control method, device, system, domain controller, vehicle and medium, relates to the automobile chassis control technical field, and includes the following steps: identifying a current braking working condition based on vehicle operation data, determining a constraint priority strategy based on the current braking working condition; calculating a target torque boundary based on the constraint priority strategy, and allocating a regenerative braking torque and a mechanical braking torque within the target torque boundary according to a target braking demand; and cooperatively controlling a driving motor and a braking actuator according to the regenerative braking torque and the mechanical braking torque. The application realizes smooth connection of regenerative braking and mechanical braking, improves energy recovery efficiency while ensuring braking smoothness.

Description

Technical Field

[0001] This application relates to the field of automotive chassis control technology, and in particular to a vehicle drive fusion control method, device, system, domain controller, vehicle, and medium. Background Technology

[0002] Current electric vehicle braking control systems mostly employ a distributed architecture, independently solving for and superimposing the drive torque and braking torque for distribution. Due to the significant time lag between motor response and hydraulic braking establishment, achieving millisecond-level precise torque synchronization is difficult during compound braking or mode switching, easily leading to sudden changes in braking force and causing vehicle jerking, affecting driving comfort. Furthermore, current technologies often struggle to achieve dynamic optimal allocation when handling regenerative braking under multiple constraints such as slip ratio control, brake disc thermal state, and battery power limitations, resulting in limited energy recovery efficiency and the risk of vehicle lock-up. The current technology's independent solution and superimposed distribution of drive and braking torque is the core problem causing mode switching jerking and poor dynamic coordination under multiple constraints. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle drive fusion control method, device, system, domain controller, vehicle, and medium to alleviate the aforementioned technical problems existing in the prior art.

[0004] In a first aspect, the present invention provides a vehicle drive fusion control method, comprising: Identify the current braking condition based on vehicle operation data, and determine a constraint priority strategy based on the current braking condition; The target torque boundary is calculated based on the constraint priority strategy, and regenerative braking torque and mechanical braking torque are allocated within the target torque boundary according to the target braking requirements. The drive motor and brake actuator are controlled in a coordinated manner based on the regenerative braking torque and the mechanical braking torque.

[0005] In an optional implementation, the current braking condition is identified based on vehicle operating data, and a constraint priority strategy is determined based on the current braking condition, including: Based on the driver's request status and the vehicle's driving status, identify the current braking intensity, road surface adhesion conditions, and continuous braking duration; Determine the current braking condition based on the current braking intensity, road surface adhesion conditions, and continuous braking duration. Based on the correspondence between different braking conditions and constraint priority strategies, the constraint priority strategy corresponding to the current braking condition is determined.

[0006] In an optional implementation, calculating the target torque boundary based on the constraint priority strategy includes: Based on the constraint priority strategy, the maximum regenerative torque that satisfies the optimal slip ratio limit, the upper limit of the mechanical torque that satisfies the braking thermal state prediction limit, and the upper limit of the regenerative torque that satisfies the battery power limit are calculated respectively. The smaller value between the maximum regenerative torque and the upper limit of the regenerative torque is selected as the regenerative torque boundary of the regenerative braking torque, and the upper limit of the mechanical torque is selected as the mechanical torque boundary of the mechanical braking torque. The target torque boundary is generated based on the regenerative torque boundary and the mechanical torque boundary.

[0007] In an optional implementation, based on the constraint priority strategy, the maximum regenerative torque satisfying the optimal slip ratio limit, the upper limit of mechanical torque satisfying the braking thermal state prediction limit, and the upper limit of regenerative torque satisfying the battery power limit are calculated respectively, including: Estimate the road adhesion coefficient based on the current vehicle speed and wheel speed difference, and determine the maximum regenerative torque required to maintain the optimal slip ratio; Based on the current brake disc temperature and the estimated heat dissipation efficiency, the degree of brake thermal fade in the future time period is predicted, and the upper limit of mechanical torque is determined. Based on the battery's current state of charge and temperature, the power mapping graph is queried to determine the maximum allowable regenerative power and convert it into the upper limit of regenerative torque.

[0008] In an optional implementation, regenerative braking torque and mechanical braking torque are allocated within the target torque boundary according to the target braking demand, including: Determine the target braking torque based on the target braking requirement; Within the target torque boundary, the target braking torque is decomposed to determine a first allocation value of the regenerative braking torque and a second allocation value of the mechanical braking torque. The target braking torque is allocated as regenerative braking torque and mechanical braking torque according to the first allocation value and the second allocation value.

[0009] In an optional implementation, determining the target braking torque based on the target braking demand includes: Respond to the driver's braking torque request and obtain the driver's braking torque; Upon receiving an anti-lock braking control command, acquire the anti-lock braking control torque; Upon receiving a stability control command, the stability control torque is obtained; The driver's braking torque, the anti-lock braking torque, and the stability control torque are combined to generate the target braking torque.

[0010] In an optional implementation, the drive motor and brake actuator are controlled in coordination based on the regenerative braking torque and the mechanical braking torque, including: Based on the regenerative braking torque, determine the torque request for the front axle motor and the torque request for the rear axle motor; The four-wheel braking force request is determined based on the mechanical braking torque. The torque requests from the front axle motor and the rear axle motor are sent to the drive motor, and the four-wheel braking force requests are sent to the brake actuator to coordinate the control of the drive motor and the brake actuator.

[0011] In a second aspect, the present invention provides a vehicle drive fusion control device, comprising: The strategy determination module is used to identify the current braking condition based on vehicle operation data and determine the constraint priority strategy based on the current braking condition. The allocation module is used to calculate the target torque boundary based on the constraint priority strategy, and allocate regenerative braking torque and mechanical braking torque within the target torque boundary according to the target braking requirements; The control module is used to coordinately control the drive motor and the brake actuator according to the regenerative braking torque and the mechanical braking torque.

[0012] Thirdly, the present invention provides a vehicle drive-braking fusion control system, comprising: a data acquisition component, a drive actuator and a brake actuator, and a domain controller that is communicatively connected to the data acquisition component, the drive actuator and the brake actuator respectively; The data acquisition component includes at least one of an inertial sensor, a wheel speed sensor, a pedal position sensor, and a human-machine interaction module; The domain controller is used to acquire vehicle operation data collected by the data acquisition component and execute the method described in any of the foregoing embodiments to coordinate the control of the drive actuator and the brake actuator.

[0013] Fourthly, the present invention provides a domain controller including a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the method described in any of the foregoing embodiments.

[0014] Fifthly, the present invention provides a vehicle including the domain controller described in the foregoing embodiments.

[0015] In a sixth aspect, the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when invoked and executed by a processor, cause the processor to perform the method described in any of the foregoing embodiments.

[0016] The vehicle drive-braking fusion control method, device, system, domain controller, vehicle, and medium provided in this application identify the current braking condition based on vehicle operating data and determine a constraint priority strategy. This enables the system to adaptively adjust the control target according to different braking scenarios, solving the problem of poor dynamic coordination under complex conditions. The target torque boundary is calculated based on the constraint priority strategy, and regenerative braking torque and mechanical braking torque are allocated within the target torque boundary. This ensures that drive and braking decisions are completed within the same model and cycle, avoiding sudden changes in braking force and shocks caused by information asynchrony in distributed control. The drive motor and brake actuator are controlled collaboratively based on the regenerative braking torque and mechanical braking torque, enabling them to respond synchronously and further eliminating torque fluctuations caused by the difference in motor response speed and hydraulic braking response speed. Overall, this application achieves a smooth transition between regenerative braking and mechanical braking, improving energy recovery efficiency while ensuring braking smoothness. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 A flowchart of a vehicle drive fusion control method provided in this application embodiment; Figure 2 This application provides a schematic diagram of a dynamic optimal allocation control process in an embodiment of the present application. Figure 3 An overall control logic diagram provided for embodiments of this application; Figure 4 A structural diagram of a vehicle drive fusion control device provided in an embodiment of this application; Figure 5 A structural diagram of a vehicle drive fusion control system provided in an embodiment of this application; Figure 6 This is a structural diagram of a domain controller provided in an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0020] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0021] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0022] This application provides a vehicle drive-braking fusion control method applied to the chassis domain controller of an electric vehicle to address the problem of sudden braking force changes caused by the difference in response speed between the electric motor and hydraulic braking systems. In electric vehicles, the drive motor response speed is typically in the millisecond range, while the pressure build-up and depressurization speeds of the hydraulic braking system are relatively slow. This inherent difference in response speed between the motor and hydraulic braking can easily cause sudden braking force changes, resulting in shocks and jerks during dynamic coordination, affecting ride comfort. This method, through a fusion control architecture, incorporates drive and braking into a unified computational model, simultaneously considering the dynamic distribution of regenerative braking and mechanical braking during braking to ensure smooth torque switching. See also... Figure 1 As shown, the method mainly includes the following steps: S110 identifies the current braking condition based on vehicle operation data and determines the constraint priority strategy based on the current braking condition.

[0023] Vehicle operation data includes various signals characterizing the vehicle's current driving state and the driver's operational intentions, including inertial navigation sensor data, four-wheel wheel speed signals, accelerator pedal status, brake pedal status, actuator status (steering, braking, drive motor, high-voltage battery pack), and driving mode. Braking condition refers to the type of braking scenario the vehicle is currently experiencing, such as light braking, moderate braking, emergency braking, continuous braking (e.g., braking on a long incline), or braking on low-traction surfaces. Constraint priority strategy refers to the system's prioritization of constraints such as slip ratio limits, thermal fade limits, and battery power limits under different braking conditions.

[0024] In practice, the domain controller receives information from various nodes, including the vehicle's inertial navigation sensors, four-wheel speed sensors, accelerator pedal position sensor, brake pedal travel sensor, steering actuator, brake actuator, drive motor controller, and high-voltage battery management system, at fixed intervals (e.g., 10ms), constructing a vehicle operation data set. The domain controller determines the driver's braking demand intensity based on the brake pedal travel and rate of change—light braking corresponds to mild braking, while heavy braking corresponds to moderate or emergency braking. Simultaneously, the domain controller calculates the current vehicle speed and deceleration based on wheel speed and inertial navigation signals, and combines this with an estimated road surface adhesion coefficient to determine road conditions. The duration of continuous braking is identified by accumulating the continuous application time of the brake pedal using a timer.

[0025] Based on the above identification results, the domain controller classifies the current braking condition into different types and invokes the corresponding constraint priority strategy. For example, when braking on a low-traction road surface, the slip ratio limit to prevent lock-up is set as the highest priority; when braking downhill continuously, the brake disc thermal fade limit is set as the highest priority; and when the battery state of charge is high, the battery power limit is set as the highest priority. The constraint priority strategy under different operating conditions provides a decision basis for subsequent torque allocation—when allocating regenerative braking torque and mechanical braking torque, the system first ensures that the highest priority constraint condition is met, and then optimizes the energy recovery efficiency within the remaining degrees of freedom.

[0026] S120 calculates the target torque boundary based on a constraint priority strategy, and allocates regenerative braking torque and mechanical braking torque within the target torque boundary according to the target braking requirements.

[0027] The target torque boundary refers to the allowable range of values ​​for both regenerative braking torque and mechanical braking torque under current constraints. Regenerative braking torque refers to the resistance torque generated by the drive motor acting as a generator during braking, which converts the vehicle's kinetic energy into electrical energy fed back to the battery. Mechanical braking torque refers to the frictional torque generated by the hydraulic braking system through the brake calipers and discs. The target braking demand refers to the total braking torque desired by the driver, determined by the brake pedal travel and rate of change. The target torque boundary provides a feasible region for allocation—within this region, the system seeks an allocation scheme that satisfies the target braking demand while achieving optimal energy recovery efficiency.

[0028] In practical implementation, the domain controller first calculates three key boundary values ​​according to the constraint priority strategy: First, the maximum regenerative torque that satisfies the optimal slip ratio limit—based on the current vehicle speed and wheel speed difference, the road adhesion coefficient is estimated to determine the maximum regenerative braking torque that can be applied to maintain the optimal slip ratio (e.g., 15% to 20%), thus avoiding wheel lock-up; Second, the upper limit of the mechanical torque that satisfies the braking thermal state prediction limit—based on the current brake disc temperature and the estimated heat dissipation efficiency, the temperature rise trend of the brake disc is predicted over a future period (e.g., 5 to 10 seconds), and the upper limit of the mechanical braking torque that does not exceed the thermal fade threshold is determined; Third, the upper limit of the regenerative torque that satisfies the battery power limit—based on the current state of charge and temperature of the battery, the power mapping map (the allowable charging power curve of the battery at different SOCs and temperatures) is queried to determine the maximum allowable regenerative power and convert it into the upper limit of the regenerative torque.

[0029] Then, the domain controller selects the smaller of the maximum regenerative torque and the upper limit of the regenerative torque as the regenerative torque boundary for regenerative braking torque, and uses the upper limit of the mechanical torque as the mechanical torque boundary for mechanical braking torque. After obtaining the target torque boundary, the domain controller determines the target braking torque based on the driver's braking requirements. The domain controller distributes the target braking torque within the regenerative torque boundary and the mechanical torque boundary—distributing as much regenerative braking torque as possible while meeting the target braking requirements, with any shortfall supplemented by mechanical braking torque. This distribution process is completed within the same control cycle, achieving unified decision-making for drive and braking.

[0030] S130 controls the drive motor and brake actuator in coordination based on regenerative braking torque and mechanical braking torque.

[0031] Regenerative braking torque refers to the resistance torque command value ultimately allocated to the drive motor, while mechanical braking torque refers to the braking torque command value ultimately allocated to the hydraulic braking system. Cooperative control refers to the domain controller simultaneously sending torque requests to both the drive motor controller and the brake actuator (electronic stability control system or intelligent integrated braking system), causing them to execute synchronously according to the allocation results, rather than sequentially.

[0032] In practical implementation, the domain controller decomposes the allocated regenerative braking torque into torque requests for the front axle motor and the rear axle motor, sending them to the front axle drive motor controller and the rear axle drive motor controller, respectively. Simultaneously, the domain controller decomposes the allocated mechanical braking torque into braking force requests for all four wheels, sending them to the brake actuators via the CAN bus. Upon receiving the torque requests, the drive motor controllers control the motors to operate in generator mode, producing resistance torque and feeding electrical energy back to the power battery. Upon receiving the braking force requests, the brake actuators control the hydraulic units to adjust the pressure of the brake cylinders in each wheel, generating frictional torque. The commands from both execution channels are issued within the same control cycle, ensuring synchronized responses to regenerative braking and mechanical braking, and avoiding sudden changes in braking force due to differences in actuator response speeds.

[0033] The vehicle drive-braking fusion control method provided in this application identifies braking conditions and determines constraint priority strategies based on vehicle operating data. This enables the system to adaptively adjust control objectives according to different braking scenarios, prioritizing anti-lock braking on low-adhesion surfaces, preventing thermal fade on long downhill slopes, and prioritizing battery protection at high SOC levels. The target torque boundary is calculated based on the constraint priority strategy, and regenerative braking torque and mechanical braking torque are allocated within the boundary. This ensures that drive and braking decisions are completed within the same model and cycle, avoiding torque abrupt changes caused by information asynchrony in distributed control. The drive motor and brake actuator are coordinated and controlled according to the allocation results, ensuring synchronized responses and further guaranteeing smooth torque switching. This method effectively solves the impact and jerking problems caused by the difference in response speed between the electric motor and hydraulic brakes, improving braking comfort and energy recovery efficiency.

[0034] For ease of understanding, the method provided in this application will be described in detail below.

[0035] In one specific implementation, the above-mentioned strategy for identifying the current braking condition and determining constraint priority based on vehicle operation data is implemented as follows.

[0036] The domain controller identifies the current braking intensity, road surface adhesion conditions, and continuous braking duration based on the driver's request status (brake pedal travel and rate of change, accelerator pedal opening) and the vehicle's overall driving status (vehicle speed, longitudinal acceleration, yaw rate). Braking intensity is determined by a combination of brake pedal travel and vehicle deceleration, and can be categorized as light braking (deceleration less than 0.1g), moderate braking (deceleration 0.1g to 0.3g), and emergency braking (deceleration greater than 0.3g). Road surface adhesion conditions are estimated by comparing wheel speed differences with the vehicle's reference speed—a large difference between the current wheel speed and the reference speed indicates a low road surface adhesion coefficient. Continuous braking duration is calculated by accumulating the duration of brake pedal application using a timer.

[0037] The domain controller determines the current braking condition based on the current braking intensity, road surface adhesion conditions, and continuous braking duration. For example, if the braking intensity is emergency braking and the road surface adhesion conditions are low adhesion, it is determined to be a low adhesion emergency braking condition; if the braking intensity is moderate braking and the continuous braking duration exceeds a preset time threshold (e.g., 10 seconds), it is determined to be a continuous long downhill braking condition.

[0038] The domain controller internally stores the correspondence between different braking conditions and constraint priority strategies. For braking conditions on low-adhesion surfaces, the priority order of the constraint priority strategy is: optimal slip ratio limit takes precedence over battery power limit, and battery power limit takes precedence over thermal state limit. For braking conditions on continuous long downhill slopes, the priority order of the constraint priority strategy is: thermal state limit takes precedence over battery power limit, and battery power limit takes precedence over optimal slip ratio limit. For light braking conditions on normal surfaces, the priority order of the constraint priority strategy is: battery power limit takes precedence over thermal state limit, and thermal state limit takes precedence over optimal slip ratio limit. The domain controller calls the corresponding constraint priority strategy based on the identification result for subsequent calculation of the target torque boundary.

[0039] In one implementation, the target torque boundary is calculated based on a constraint priority strategy, and the specific implementation method is as follows.

[0040] The domain controller calculates three key constraint values ​​based on a constraint priority policy.

[0041] First, the maximum regenerative torque that meets the optimal slip ratio limit is determined by the domain controller based on the current vehicle speed and the difference in wheel speeds between the four wheels to estimate the road adhesion coefficient. Under a given adhesion coefficient, the controller determines the maximum regenerative braking torque value that can be applied to maintain the optimal slip ratio (typically 15% to 20%). This value ensures that the wheels will not lock up due to excessive braking force during regenerative braking.

[0042] Second, the upper limit of mechanical torque that meets the braking thermal state prediction limit is obtained by the domain controller acquiring the current brake disc temperature (estimated by temperature sensor or thermal model), combining the current vehicle speed and the expected braking duration, predicting the brake disc temperature rise trend within a preset time period (e.g., 5 to 10 seconds), determining the upper limit of mechanical braking torque, so that the brake disc temperature does not exceed the thermal fade threshold, and ensuring the stability of mechanical braking.

[0043] Third, the regenerative torque limit must be met to satisfy the battery power limit. That is, the domain controller obtains the current state of charge and temperature of the battery from the battery management system through the CAN bus, queries the pre-stored power mapping map (which calibrates the maximum allowable charging power of the battery under different SOC and temperature conditions), and converts the maximum allowable regenerative power into the regenerative torque limit based on the current motor speed.

[0044] After calculating the three limits mentioned above, the domain controller selects the smaller of the maximum regenerative torque and the upper limit of the regenerative torque as the regenerative torque boundary for the regenerative braking torque—the regenerative braking torque cannot exceed the smaller of the two to ensure that it neither exceeds the slip ratio limit nor the battery's charging capacity. The domain controller uses the upper limit of the mechanical torque as the mechanical torque boundary for the mechanical braking torque. Finally, the domain controller generates the target torque boundary based on the regenerative torque boundary and the mechanical torque boundary, i.e., the regenerative braking torque ranges from 0 to the regenerative torque boundary, and the mechanical braking torque ranges from 0 to the mechanical torque boundary.

[0045] Furthermore, the specific implementation method of allocating regenerative braking torque and mechanical braking torque within the target torque boundary according to the target braking demand is as follows.

[0046] The domain controller first determines the target braking torque based on the target braking demand. The process for determining the target braking torque is as follows: the domain controller responds to the driver's brake pedal operation and acquires the driver's braking torque (mapped from the brake pedal travel and rate of change). Simultaneously, the domain controller monitors anti-lock braking control (ABS) and stability control commands in real time—during emergency braking or braking on low-traction surfaces, the ABS may issue an independent torque request to adjust wheel cylinder pressure to prevent wheel lock-up; when the vehicle experiences sideslip or understeer, the stability controller may issue a yaw moment compensation request. The domain controller synthesizes the driver's braking torque, ABS torque, and stability control torque to generate the final target braking torque.

[0047] Then, the domain controller performs torque decomposition processing on the target braking torque within the target torque boundary. The goal of this decomposition is to allocate as much regenerative braking torque as possible within the regenerative torque boundary, with the remaining portion supplemented by mechanical braking torque. Specifically, the domain controller first determines whether the target braking torque is less than or equal to the regenerative torque boundary. If so, the entire target braking torque is borne by the regenerative braking torque, and the mechanical braking torque is zero. If the target braking torque is greater than the regenerative torque boundary, the regenerative braking torque is taken as the maximum value of the regenerative torque boundary, and the mechanical braking torque is taken as the difference between the target braking torque and the regenerative braking torque.

[0048] Figure 2 This illustrates the complete decision-making chain from driver request to final motor torque and mechanical torque output. (For example...) Figure 2 As shown, the dynamic optimal allocation control process begins with the input of the driver's requested state and the vehicle's state. The driver's requested state includes information such as brake pedal travel, brake pedal rate of change, and accelerator pedal state, while the vehicle state includes information such as vehicle speed, longitudinal acceleration, yaw rate, and wheel speed difference.

[0049] The above information is input to the operating condition identification module. Based on parameters such as braking intensity (determined by a combination of brake pedal travel and vehicle deceleration), road surface adhesion coefficient (estimated by comparing wheel speed difference and reference vehicle speed), braking duration (cumulative duration of brake pedal application), and vehicle speed, the operating condition identification module identifies the current braking condition type of the vehicle, including conventional braking, low-adhesion road surface braking, emergency braking, and continuous downhill braking. The operating condition identification module outputs the operating condition status to the constraint priority scheduling decision module.

[0050] The constraint priority scheduling decision module determines the corresponding constraint priority strategy based on different operating conditions. For normal braking conditions, the system prioritizes energy recovery (recovery priority) to maximize the proportion of regenerative braking. For low-friction road braking conditions, the system prioritizes preventing wheel lock-up (slip ratio priority), with regenerative braking torque strictly limited by the slip ratio boundary. For emergency braking or continuous downhill braking conditions, the system prioritizes thermal state and driving safety (thermal state / safety priority), with mechanical braking torque limited by the brake disc thermal state boundary. The constraint priority scheduling decision module outputs the priority status to the soft constraint weight and available boundary calculation module.

[0051] The soft constraint weight and available boundary calculation module comprises three parallel sub-modules: the optimal slip ratio constraint module estimates the road adhesion coefficient based on the current vehicle speed and wheel speed difference, and calculates the maximum allowable regenerative torque T_max_slip to maintain the optimal slip ratio; the brake thermal state prediction constraint module predicts the degree of thermal decay in the future period based on the current brake disc temperature and estimated heat dissipation efficiency, and calculates the upper limit of mechanical torque T_max_mech; the battery power limit constraint module determines the maximum allowable feedback power based on the current state of charge and temperature of the battery, queries the power mapping map, and converts it into the upper limit of regenerative torque T_max_regen. The calculation results of the three sub-modules are simultaneously output to the optimal allocation module.

[0052] The optimal allocation module receives the final braking request and allocates torque under the common constraints of three boundary conditions (T_max_slip, T_max_mech, T_max_regen). The allocation process follows three principles: the regenerative braking torque does not exceed the smaller of T_max_slip and T_max_regen, i.e., it does not exceed the upper limit of the regenerative capacity allowed by the battery and motor; the mechanical braking torque does not exceed T_max_mech, i.e., it does not exceed the upper limit of the braking system's thermal state and capacity; and the total braking force does not exceed the maximum available braking force under the current road adhesion conditions. The optimal allocation module solves for the optimal allocation scheme under the above constraints and finally outputs the motor regenerative braking torque and mechanical braking torque, which are sent to the drive motor and brake actuator for coordinated execution, respectively.

[0053] The core of torque decomposition of the target braking torque within the target torque boundary lies in transforming the multivariable coupling problem of drive and braking into an optimization problem within the feasible region. Let the target braking torque calculated in the current control cycle be Ttarget, and the target torque boundary include the usable upper bound of regenerative braking torque (Tregen_boundary) and the usable upper bound of mechanical braking torque (Tmech_boundary). Here, Tregen_boundary is determined by... Figure 2 The optimal slip ratio constraint module output Tmax_slip and the battery power limit constraint module output Tmax_regen are jointly determined, specifically Tregen_boundary = min(Tmax_slip, Tmax_regen), to ensure that the regenerative braking torque neither exceeds the road adhesion limit nor the battery charging capacity; Tmech_boundary is determined by... Figure 2 The Tmax_mech output by the braking thermal state prediction constraint module is determined to ensure that the mechanical braking torque does not exceed the thermal state and capacity limits of the braking system. Together, they constitute a two-dimensional feasible region Ω={(Tregen,Tmech)|0≤Tregen≤Tregen_boundary,0≤Tmech≤Tmech_boundary}. Within this feasible region, any allocation scheme satisfying Tregen+Tmech=Ttarget is physically feasible. The goal of the decomposition process is to maximize the regenerative braking torque Tregen under these constraints, thereby prioritizing energy recovery, while ensuring that the mechanical braking torque Tmech is not lower than zero and does not exceed its upper bound.

[0054] The specific solution process is as follows: When Ttarget ≤ Tregen_boundary, it means that the target braking torque can be fully met independently by the regenerative braking system, and the optimal allocation result is Tregen_1 = Ttarget, Tmech_1 = 0. When Ttarget > Tregen_boundary, the regenerative braking system cannot meet all the requirements independently. At this time, Tregen_1 = Tregen_boundary (the regenerative capacity has been exhausted), and the remaining part ΔT = Ttarget is set. Tregen_boundary is provided by the mechanical braking system. At this point, it is also necessary to verify whether the mechanical braking system can provide the remaining torque without exceeding its upper limit Tmech_boundary. If ΔT ≤ Tmech_boundary, then Tmech_1 = ΔT, and the allocation is successful; if ΔT > Tmech_boundary, it indicates that the current target braking torque has exceeded the physical limit of the combined output of the two systems. The system needs to truncate the target braking torque to Ttarget_limited = Tregen_boundary + Tmech_boundary and redistribute it, i.e., Tregen_1 = Tregen_boundary, Tmech_1 = Tmech_boundary, while simultaneously triggering a peak braking alarm or activating emergency braking assist. Based on the above allocation results, the domain controller determines the first allocation value of the regenerative braking torque and the second allocation value of the mechanical braking torque, completing the allocation of the target braking torque.

[0055] In one specific implementation, the above-mentioned method for coordinating the control of the drive motor and the brake actuator based on regenerative braking torque and mechanical braking torque is as follows.

[0056] Based on the allocated regenerative braking torque, the domain controller determines the torque requests for the front axle and rear axle motors. In four-wheel drive vehicles, the regenerative braking torque needs to be decomposed into torque requests for the front and rear axle motors based on factors such as the front-to-rear axle load distribution ratio and the maximum regenerative capacity of the motors. Within the same control cycle, the domain controller sends the front axle motor torque request to the front axle drive motor controller and the rear axle motor torque request to the rear axle drive motor controller.

[0057] Simultaneously, the domain controller determines the braking force request for each of the four wheels based on the allocated mechanical braking torque. The mechanical braking torque needs to be decomposed into the braking force request for each wheel based on factors such as the front and rear axle load distribution and braking stability requirements. Within the same control cycle, the domain controller sends the four-wheel braking force requests to the brake actuators (e.g., intelligent integrated braking systems or electronic stability control systems) via the CAN bus.

[0058] The aforementioned front axle motor torque request, rear axle motor torque request, and four-wheel braking force request are issued simultaneously within the same control cycle to ensure that the drive motor and brake actuator respond synchronously and avoid sudden torque changes caused by differences in actuator response speed.

[0059] Figure 3An overall control logic diagram is shown. The driver target calculation section analyzes the driver's braking intention based on the brake pedal travel and rate of change, generating the driver's target braking torque. Anti-lock braking system (ABS) outputs the first target torque when it detects wheel lock-up, and stability control outputs the second target torque when it detects vehicle sideslip or understeer. The vehicle and actuator status monitoring section monitors key parameters such as vehicle speed, wheel speed, battery SOC, motor temperature, and brake disc temperature in real time. The vehicle safety boundary limiting section performs safety boundary verification and amplitude limiting on the driver's target braking torque based on the above status information. The accessory function requirement section outputs accessory function torque requests. All the above torque requests are comprehensively arbitrated to generate the final braking torque requirement.

[0060] The final braking torque demand is input to the dynamic optimal allocation section. This section determines the current braking condition type based on information such as current vehicle speed, road surface adhesion coefficient, and braking duration, and accordingly determines the constraint priority strategy. The dynamic optimal allocation section calculates the target torque boundary based on this priority strategy, decomposes and solves the final braking torque demand within the target torque boundary, and outputs the front axle motor torque request, rear axle motor torque request, and four-wheel braking torque request.

[0061] The torque requests from the front axle motor and the rear axle motor are sent to the drive motor as motor torque commands, while the torque requests from all four wheels are sent to the brake actuators as brake torque commands. These three torque requests are issued in parallel within the same control cycle, and the drive motor and brake actuators respond synchronously, achieving unified solution and coordinated execution of drive torque, regenerative braking torque, and mechanical braking torque.

[0062] The technical solution of this application will be fully explained below with reference to a specific highway braking scenario.

[0063] Suppose an electric vehicle is traveling at 100 km / h on a dry asphalt road surface (with a coefficient of adhesion of approximately 0.8). The driver needs to decelerate to 60 km / h to cope with the road conditions ahead. The driver presses the brake pedal, and the brake pedal travel is approximately 40% of the total travel. The braking deceleration requirement is approximately 0.2g.

[0064] After receiving the brake pedal signal, the domain controller acquires information such as the current vehicle speed (100km / h), wheel speed signals (all four wheels have the same speed, no slippage), battery SOC (65%), and brake disc temperature (120℃, within normal range). The operating condition identification module determines the braking condition as moderate based on the brake pedal travel and rate of change, with an estimated road adhesion coefficient of 0.8 and a short braking duration, classifying the current operating condition as moderate braking on a normal road surface. Under this condition, the constraint priority strategy is: battery power limitation takes precedence over thermal state limitation, and thermal state limitation takes precedence over optimal slip rate limitation.

[0065] The soft constraint weight and available boundary calculation module calculates the following: Based on a road adhesion coefficient of 0.8 and a current vehicle speed of 100 km / h, the maximum allowable regenerative torque while maintaining the optimal slip ratio (15%) is approximately 1500 Nm; based on the current brake disc temperature of 120℃ and the estimated heat dissipation efficiency, the upper limit of the mechanical torque is approximately 8000 Nm (far greater than required); based on a battery SOC of 65% and a current temperature of 30℃, consulting the power mapping graph, the maximum allowable charging power of the battery is 60 kW, which translates to an upper limit of approximately 2000 Nm for the regenerative torque. Selecting the smaller value between the maximum regenerative torque of 1500 Nm and the upper limit of 2000 Nm, the regenerative torque boundary is 1500 Nm; the mechanical torque boundary is 8000 Nm.

[0066] The driver's target braking torque is mapped to 2500 Nm based on 40% of the brake pedal travel. Since the target braking torque of 2500 Nm is greater than the regenerative torque boundary of 1500 Nm, the domain controller allocates the regenerative braking torque to 1500 Nm (taking the maximum value of the regenerative torque boundary) and the mechanical braking torque to 1000 Nm (target braking torque minus regenerative braking torque).

[0067] The domain controller decomposes the regenerative braking torque of 1500 Nm into a front axle motor torque request of 750 Nm and a rear axle motor torque request of 750 Nm (with the load evenly distributed between the front and rear axles), and decomposes the mechanical braking torque of 1000 Nm into four-wheel braking force requests of 250 Nm each. These requests are sent to the front axle motor controller, rear axle motor controller, and brake actuators respectively within the same control cycle. The drive motors and brake actuators respond synchronously—the motor braking torque is established immediately, and the hydraulic braking torque is established synchronously. The two are superimposed to achieve the target braking torque. Throughout the process, there are no sudden changes or shocks in braking force, and the driver experiences smooth deceleration.

[0068] If the vehicle enters a continuous downhill section and the braking duration exceeds 10 seconds, the brake disc temperature rises to 350°C. The operating condition identification module re-identifies the current braking condition as continuous long downhill braking, and the constraint priority strategy switches to: thermal state constraints take precedence over battery power constraints, and battery power constraints take precedence over optimal slip ratio constraints. The soft constraint weight and available boundary calculation module recalculates the upper limit of mechanical torque to 4000 Nm based on the brake disc temperature of 350°C, while the regenerative torque boundary remains at 1500 Nm. The target braking torque remains 2500 Nm, at which point the regenerative braking torque remains 1500 Nm, and the mechanical braking torque remains 1000 Nm (not exceeding the upper limit of 4000 Nm), so mechanical braking is still safe. If the brake disc temperature further rises to 450°C, the upper limit of mechanical torque drops to 1500 Nm, and the domain controller limits the mechanical braking torque to 1500 Nm. The insufficient portion is supplemented by increasing the regenerative braking torque (if the battery SOC allows), thereby avoiding insufficient braking force due to thermal fade.

[0069] Through the above process, this application prioritizes regenerative braking to recover energy during conventional braking and dynamically adjusts constraint priorities during continuous braking to ensure braking safety, thereby achieving integrated and coordinated control of drive and braking and solving the dual problems of sudden torque changes and low energy recovery efficiency.

[0070] In summary, this application solves the problem of torque abrupt changes caused by information asynchrony and electro-hydraulic response speed differences in traditional distributed control by incorporating drive torque, regenerative braking torque, and mechanical braking torque into a unified model for collaborative solution within the same cycle and arbitration. This allows the allocation of braking torque to be decided and issued within a single control cycle. The constraint priority strategy based on operating condition identification ensures the rationality of the target torque boundary under different braking scenarios. Regenerative braking is prioritized during normal braking, while constraint priority is adjusted in a timely manner for braking on low-adhesion surfaces or long downhill slopes, balancing energy recovery efficiency and braking safety. The dynamic optimal allocation part decomposes torque within the constraint boundary and synchronously sends the decomposition results to the drive motor and brake actuator, eliminating shocks and jerks, while improving the braking energy recovery utilization rate and reducing wear on the mechanical braking mechanism. Overall, this scheme achieves a balance between smoothness and energy economy in the braking process.

[0071] Based on the above method embodiments, this application also provides a vehicle drive fusion control device, see [link to relevant documentation]. Figure 4 As shown, the device mainly includes the following parts: The strategy determination module 410 is used to identify the current braking condition based on vehicle operation data and determine the constraint priority strategy based on the current braking condition. The allocation module 420 is used to calculate the target torque boundary based on the constraint priority strategy, and allocate regenerative braking torque and mechanical braking torque within the target torque boundary according to the target braking requirements. The control module 430 is used to coordinately control the drive motor and the brake actuator according to the regenerative braking torque and the mechanical braking torque.

[0072] The device provided in this application embodiment has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts of the device embodiment not mentioned can be referred to the corresponding content in the aforementioned method embodiment.

[0073] Based on the above-described drive-control fusion control method, this application also provides a vehicle drive-control fusion control system. For example... Figure 5 As shown, the system mainly consists of four levels: data acquisition components, domain controllers, drive actuators, and braking actuators.

[0074] The data acquisition component is used to collect status signals from various sensors and actuators during vehicle operation. For example... Figure 5As shown, the data acquisition components include inertial sensors (inertial navigation sensors), wheel speed sensors, pedal position sensors, and a human-machine interface module. The inertial sensors are used to acquire the vehicle's longitudinal acceleration, lateral acceleration, and yaw rate signals. Wheel speed sensors are located at the four wheels to acquire the rotational speed signals of each wheel. Pedal position sensors include an accelerator pedal position sensor and a brake pedal position sensor, used to acquire accelerator pedal travel and brake pedal travel signals, respectively. The human-machine interface module is used to acquire the driving mode signal selected by the driver (e.g., Eco mode, Sport mode, Comfort mode, etc.). All the above sensors are connected to the domain controller via a CAN bus or hardwired connection, transmitting the acquired signals to the domain controller in real time.

[0075] The domain controller is communicatively connected to the data acquisition component, drive actuators, and brake actuators. The domain controller integrates a drive-brake fusion control algorithm to acquire vehicle operating data collected by the data acquisition component and execute the drive-brake fusion control method described in this application. Based on acceleration signals acquired by inertial sensors, wheel speed signals acquired by wheel speed sensors, and pedal signals acquired by pedal position sensors, the domain controller identifies the current braking condition and determines a constraint priority strategy. Based on the constraint priority strategy, it calculates the target torque boundary and allocates regenerative braking torque and mechanical braking torque within the target torque boundary according to the target braking demand. Based on the allocation results, it generates a first target torque (i.e., front axle motor torque request and rear axle motor torque request) and a second target torque (i.e., four-wheel braking force request), which are output to the drive actuators and brake actuators, respectively. The domain controller can also receive torque request signals from other controllers (such as anti-lock braking system controllers and stability controllers) and incorporate them into the fusion control decision.

[0076] The drive actuator includes a front axle drive motor and a rear axle drive motor (or a single motor for two-wheel drive vehicles). The drive actuator communicates with the domain controller via a CAN bus to receive the first target torque (i.e., regenerative braking torque request) issued by the domain controller. Under braking conditions, it controls the drive motor to operate in generator mode, generating drag torque and feeding electrical energy back to the power battery.

[0077] The brake actuator includes an electronic stability control system or an intelligent integrated braking system and hydraulic brake lines. The brake actuator communicates with the domain controller via a CAN bus to receive the second target torque (i.e., the four-wheel braking force request) issued by the domain controller, and controls the hydraulic unit to adjust the pressure of the brake cylinders of each wheel to generate friction torque.

[0078] Through the above system architecture, the drive actuator and the brake actuator receive and execute the torque command issued by the domain controller within the same control cycle, realizing synchronous response and coordinated control of drive and brake, and avoiding torque abrupt changes caused by the difference in actuator response speed.

[0079] This application also provides a domain controller, such as... Figure 6 The diagram shows the structure of the domain controller 100, which includes a processor 61 and a memory 60. The memory 60 stores computer-executable instructions that can be executed by the processor 61. The processor 61 executes the computer-executable instructions to implement any of the methods described above.

[0080] exist Figure 6 In the illustrated embodiment, the domain controller further includes a bus 62 and a communication interface 63, wherein the processor 61, the communication interface 63, and the memory 60 are connected via the bus 62.

[0081] The memory 60 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 63 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 62 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 62 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0082] Processor 61 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 61 or by instructions in software form. The processor 61 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in the memory, and the processor 61 reads the information in the memory and, in conjunction with its hardware, completes the steps of the method described in the foregoing embodiment.

[0083] This application also provides a vehicle including the domain controller described in any of the foregoing embodiments. The domain controller is communicatively connected to a data acquisition component, a drive motor controller, and a brake actuator, respectively, for executing the aforementioned drive-brake fusion control method. The domain controller identifies the current braking condition based on vehicle operating data and determines a constraint priority strategy. Based on the constraint priority strategy, it calculates a target torque boundary, allocates regenerative braking torque and mechanical braking torque within the target torque boundary, and synchronously controls the drive motor and brake actuator to execute the corresponding torque requests. During braking, this vehicle can adaptively adjust the distribution ratio of regenerative braking and mechanical braking according to different braking conditions. While ensuring braking safety and smoothness, it prioritizes the use of regenerative braking to recover energy, improving braking energy recovery efficiency, enhancing braking comfort, reducing wear on the mechanical braking mechanism, and improving overall vehicle economy and ride quality. All vehicles equipped with this domain controller are within the scope of protection of this application.

[0084] This application also provides a computer-readable storage medium storing computer-executable instructions. When the computer-executable instructions are called and executed by a processor, the computer-executable instructions cause the processor to implement the above-described method. For specific implementation details, please refer to the foregoing method embodiments, which will not be repeated here.

[0085] The vehicle drive fusion control method, apparatus, system, domain controller, vehicle, and medium computer program products provided in this application include a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. For specific implementation details, please refer to the method embodiments, which will not be repeated here.

[0086] Unless otherwise specifically stated, the relative steps, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application.

[0087] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0088] In the description of this application, it should be noted that the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0089] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0090] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle drive fusion control method, characterized in that, include: Identify the current braking condition based on vehicle operation data, and determine a constraint priority strategy based on the current braking condition; The target torque boundary is calculated based on the constraint priority strategy, and regenerative braking torque and mechanical braking torque are allocated within the target torque boundary according to the target braking requirements. The drive motor and brake actuator are controlled in a coordinated manner based on the regenerative braking torque and the mechanical braking torque.

2. The method according to claim 1, characterized in that, Identifying the current braking condition based on vehicle operating data, and determining a constraint priority strategy based on the current braking condition, including: Based on the driver's request status and the vehicle's driving status, identify the current braking intensity, road surface adhesion conditions, and continuous braking duration; Determine the current braking condition based on the current braking intensity, road surface adhesion conditions, and continuous braking duration. Based on the correspondence between different braking conditions and constraint priority strategies, the constraint priority strategy corresponding to the current braking condition is determined.

3. The method according to claim 1, characterized in that, The target torque boundary is calculated based on the constraint priority strategy, including: Based on the constraint priority strategy, the maximum regenerative torque that satisfies the optimal slip ratio limit, the upper limit of the mechanical torque that satisfies the braking thermal state prediction limit, and the upper limit of the regenerative torque that satisfies the battery power limit are calculated respectively. The smaller value between the maximum regenerative torque and the upper limit of the regenerative torque is selected as the regenerative torque boundary of the regenerative braking torque, and the upper limit of the mechanical torque is selected as the mechanical torque boundary of the mechanical braking torque. The target torque boundary is generated based on the regenerative torque boundary and the mechanical torque boundary.

4. The method according to claim 3, characterized in that, Based on the constraint priority strategy, the maximum regenerative torque satisfying the optimal slip ratio limit, the upper limit of mechanical torque satisfying the braking thermal state prediction limit, and the upper limit of regenerative torque satisfying the battery power limit are calculated respectively, including: Estimate the road adhesion coefficient based on the current vehicle speed and wheel speed difference, and determine the maximum regenerative torque required to maintain the optimal slip ratio; Based on the current brake disc temperature and the estimated heat dissipation efficiency, the degree of brake thermal fade in the future time period is predicted, and the upper limit of mechanical torque is determined. Based on the battery's current state of charge and temperature, the power mapping graph is queried to determine the maximum allowable regenerative power and convert it into the upper limit of regenerative torque.

5. The method according to claim 1, characterized in that, According to the target braking requirements, regenerative braking torque and mechanical braking torque are distributed within the target torque boundary, including: Determine the target braking torque based on the target braking requirement; Within the target torque boundary, the target braking torque is decomposed to determine a first allocation value of the regenerative braking torque and a second allocation value of the mechanical braking torque. The target braking torque is allocated as regenerative braking torque and mechanical braking torque according to the first allocation value and the second allocation value.

6. The method according to claim 5, characterized in that, Determining the target braking torque based on the target braking requirement includes: Respond to the driver's braking torque request and obtain the driver's braking torque; Upon receiving an anti-lock braking control command, acquire the anti-lock braking control torque; Upon receiving a stability control command, the stability control torque is obtained; The driver's braking torque, the anti-lock braking torque, and the stability control torque are combined to generate the target braking torque.

7. The method according to claim 1, characterized in that, The drive motor and brake actuator are controlled in coordination according to the regenerative braking torque and the mechanical braking torque, including: Based on the regenerative braking torque, determine the torque request for the front axle motor and the torque request for the rear axle motor; The four-wheel braking force request is determined based on the mechanical braking torque. The torque requests from the front axle motor and the rear axle motor are sent to the drive motor, and the four-wheel braking force requests are sent to the brake actuator to coordinate the control of the drive motor and the brake actuator.

8. A vehicle drive fusion control device, characterized in that, include: The strategy determination module is used to identify the current braking condition based on vehicle operation data and determine the constraint priority strategy based on the current braking condition. The allocation module is used to calculate the target torque boundary based on the constraint priority strategy, and allocate regenerative braking torque and mechanical braking torque within the target torque boundary according to the target braking requirements; The control module is used to coordinately control the drive motor and the brake actuator according to the regenerative braking torque and the mechanical braking torque.

9. A vehicle drive fusion control system, characterized in that, include: A data acquisition component, a drive actuator, and a brake actuator, and a domain controller that is communicatively connected to the data acquisition component, the drive actuator, and the brake actuator, respectively; The data acquisition component includes at least one of an inertial sensor, a wheel speed sensor, a pedal position sensor, and a human-machine interaction module; The domain controller is used to acquire vehicle operation data collected by the data acquisition component and execute the method according to any one of claims 1 to 7 to coordinate the control of the drive actuator and the brake actuator.

10. A domain controller, characterized in that, The method includes a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the method of any one of claims 1 to 7.

11. A vehicle, characterized in that, Includes the domain controller as described in claim 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions that, when invoked and executed by a processor, cause the processor to perform the method according to any one of claims 1 to 7.

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