I. Dynamic torque optimization and precise control
The VCU, through the high-speed CAN bus, collects signals from the accelerator pedal and brake pedal in real time, and combines vehicle status (such as speed, battery SOC, motor temperature) to perform dynamic torque distribution. For example, in the acceleration condition, the VCU generates a target torque command based on the pedal opening and the battery discharge capacity, and optimizes the motor output through PID algorithms or sliding mode control strategies (such as direct torque control based on sliding mode control, SMC-DTC) to reduce torque pulsation and magnetic flux fluctuations, and improve driving smoothness. For the dual-motor four-wheel drive architecture, the VCU can dynamically adjust the torque ratio between the front and rear axles (such as reducing the torque of the slipping axle on wet roads) to improve handling stability.
Regenerative braking energy recovery. During braking, the VCU collaborates with the MCU to control the motor to enter the power generation state, converting kinetic energy into electrical energy and feeding it back to the battery. By real-time monitoring of battery SOC, temperature, and brake pedal depth, the VCU dynamically adjusts the upper limit of regenerative braking torque to ensure maximum energy recovery efficiency (typically increasing the range by 10%-15%) while avoiding battery overload. For example, when the battery SOC is above 95% or the vehicle speed is below 10 km/h, the VCU automatically disables regenerative braking and switches to traditional friction braking.
Multi-mode drive strategy. The VCU supports various driving modes such as economy (ECO), sport (SPORT), and snow (SNOW), adjusting torque output characteristics and energy management strategies to meet different scenarios. For example, in the ECO mode, the VCU reduces the torque variation rate and limits the maximum feedback torque (such as - 100 Nm), while in the SPORT mode, it enhances response speed and relaxes torque restrictions.

II.  System-level energy efficiency optimization and reliability
Through real-time communication with the BMS, it dynamically optimizes the matching of battery output power and motor load. For example, during climbing or high-speed driving, the VCU prioritizes the use of high-power output from the battery; during low-speed cruising, it switches to the high-efficiency operating range of the motor to reduce overall energy consumption.
Wide temperature range and anti-interference capability. To meet the high reliability requirements of the permanent magnet motor in complex working conditions, the VCU hardware design typically operates within a wide temperature range of - 40°C to 125°C and employs multi-layer PCB layout, differential signal transmission, and TVS surge protection measures to reduce the impact of electromagnetic interference (EMI) on motor control. 

III. Intelligent Integration and Technological Expandability
Multi-domain integration and centralized architecture, 
As the vehicle's electronic and electrical architecture evolves towards centralization, the VCU is gradually integrating functions from the power domain and chassis domain, reducing the number of ECUs. 
Standardized communication and compatibility: 
The VCU conducts high-speed data interaction with MCUs, BMSs, and external devices (such as charging stations) via protocols such as CANBUS. For example, during charging, the VCU negotiates charging power with the charging station and real-time monitors the battery status to ensure charging safety. At the same time, the VCU supports standard diagnostic protocol, allowing for fault code reading and parameter calibration through on-board diagnostic tools, reducing development and maintenance costs.