Vehicle and method of controlling the same

Abstract

The present application relates to the technical field of vehicles, and particularly provides a vehicle and a control method thereof, aiming at solving the problem that the driver is prone to dangerous working conditions due to excessive control of the steering and braking of the vehicle when the vehicle is in a tire burst. To this end, the present application obtains the braking demand parameter information and the steering demand parameter information of the driver and the maximum response value of the braking parameter and the maximum response value of the steering parameter of the front wheel of the vehicle when the rear wheel of the vehicle is in a tire burst, and selectively controls the driving state of the front wheel of the vehicle according to the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter and the maximum response value of the steering parameter. Based on the above control mode, the present application can effectively balance the resistance of the tire burst and maximally respond to the demand of the driver, so as to ensure that the vehicle can still be stably and safely decelerated and parked after the tire burst.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and specifically provides a vehicle and its control method. Background Technology

[0002] When a vehicle is driving at medium to high speeds, a tire may blow out due to running over foreign objects, dents, or overheating caused by aging. Because of the increased rolling resistance and decreased lateral stiffness of the rear axle after a blowout, the vehicle will veer towards the side of the blowout, and its traction limit will decrease. While ABS can prevent the tires from locking up, a blowout can cause the driver to panic excessively, leading to oversteering and braking, potentially resulting in a skid or the tire leaving the rim – a dangerous situation.

[0003] Accordingly, there is a need in the field for a new vehicle and its control method to solve or, to some extent, alleviate the aforementioned technical problems. Summary of the Invention

[0004] The present invention aims to solve or alleviate the above-mentioned technical problems to a certain extent, namely, to solve the problem that drivers are prone to dangerous situations when a tire blows out due to excessive control of the vehicle's steering and braking.

[0005] In a first aspect, the present invention provides a vehicle control method, the control method comprising: in the event of a rear tire blowout, acquiring driver braking demand parameter information and steering demand parameter information; acquiring the maximum response value of braking parameters and the maximum response value of steering parameters of the front wheels of the vehicle; and selectively controlling the driving state of the front wheels of the vehicle based on the braking demand parameter information, the steering demand parameter information, the maximum response value of braking parameters, and the maximum response value of steering parameters.

[0006] In the optional technical solutions of the above control method, the step of "selectively controlling the driving state of the front wheels of the vehicle according to the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter and the maximum response value of the steering parameter" includes: when the value of the driver's required braking pressure is less than or equal to the maximum response value of the braking pressure of the front wheels of the vehicle and the value of the driver's required steering angle is less than or equal to the maximum response value of the steering angle of the front wheels of the vehicle, the front wheels of the vehicle are controlled to steer at the required steering angle and brake with the required braking pressure.

[0007] In the optional technical solutions of the above control method, the step of "selectively controlling the driving state of the front wheels of the vehicle according to the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter" further includes: when the value of the driver's required steering angle is greater than the maximum response value of the steering angle of the vehicle's front wheels, calculating the difference between the value of the required steering angle and the maximum response value of the steering angle, and recording it as the steering angle difference; calculating the target braking pressure and target steering angle of the vehicle's front wheels according to the driver's required braking pressure, the maximum response value of the braking pressure of the vehicle's front wheels, the maximum response value of the steering angle, and the steering angle difference; and controlling the front wheels of the vehicle to brake with the target braking pressure and steer with the target steering angle.

[0008] In the optional technical solutions of the above control method, the step of "calculating the target braking pressure and target steering angle of the vehicle's front wheels based on the driver's required braking pressure, the maximum response value of the vehicle's front wheel braking pressure, the maximum response value of the steering angle, and the steering angle difference" specifically includes: converting the steering angle difference into a target yaw rate; calculating the vehicle's yaw moment based on the target yaw rate; determining the vehicle's target braking coefficient and target steering coefficient based on the required braking pressure, the maximum response value of the braking pressure, the maximum response value of the steering angle, and the yaw moment; and calculating the target braking pressure and the target steering angle based on the target braking coefficient and the target steering coefficient.

[0009] In the optional technical solutions of the above control method, before the step of "acquiring the driver's braking demand parameter information and steering demand parameter information", the control method further includes: acquiring the rear wheel state parameters of the vehicle; determining whether the rear tire of the vehicle has blown out based on the rear wheel state parameters; reducing the motor torque and corresponding braking pressure of the axle where the blown tire is located to zero; reducing the response rate of the steering angle of the vehicle's steering system and reducing the rotation range of the steering angle.

[0010] In the optional technical solutions of the above control method, before the step of "selectively controlling the driving state of the front wheels of the vehicle according to the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter", the control method further includes: obtaining the vehicle's stability characterization coefficient and the road surface adhesion coefficient of the road surface where the vehicle is located; determining whether the road surface adhesion coefficient is within a preset road surface adhesion coefficient range; determining whether the stability characterization coefficient is within a preset stability characterization coefficient range; and, if the road surface adhesion coefficient is within the preset road surface adhesion coefficient range and the stability characterization coefficient is within the preset stability characterization coefficient range, executing the step of "selectively controlling the driving state of the front wheels of the vehicle according to the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter".

[0011] In the optional technical solutions of the above control method, the method for "determining whether the stability characterization coefficient is within the preset stability characterization coefficient range" is as follows: obtain the basic driving parameter information of the vehicle, the force parameter information of the vehicle's wheels, and the dynamic parameter information of the vehicle; and determine whether the stability characterization coefficient is within the preset stability characterization coefficient range based on the basic driving parameter information, the force parameter information, and the dynamic parameter information.

[0012] In the optional technical solutions of the above control method, the basic driving parameter information includes at least one of the vehicle speed, the vehicle wheel speed, and the vehicle steering angle; and / or the force parameter information includes the wheel slip ratio; and / or the dynamic parameter information includes at least one of the vehicle lateral acceleration, the vehicle longitudinal acceleration, the vehicle rotational acceleration, and the vehicle steering wheel angular rate.

[0013] In the optional technical solutions of the above control method, the preset stability characterization coefficient ranges from 0 to 1.

[0014] In another aspect, the present invention also provides a vehicle including a controller capable of executing the control method described in any of the above-mentioned optional technical solutions.

[0015] By employing the above technical solution, in the event of a rear tire blowout, this invention acquires the driver's braking and steering demand parameters, as well as the maximum response values ​​of the braking and steering parameters of the vehicle's front wheels. Based on these parameters, the invention selectively controls the driving state of the vehicle's front wheels. Through this control method, this invention effectively balances the resistance of a blowout and maximizes the response to the driver's needs, ensuring that the vehicle can still decelerate and stop stably and safely after a blowout. Attached Figure Description

[0016] The disclosure of this invention will become more readily understood with reference to the accompanying drawings. It will be readily understood by those skilled in the art that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention.

[0017] Figure 1 A flowchart illustrating the main steps of the control method of the present invention is shown;

[0018] Figure 2 A flowchart illustrating the specific steps of an optional embodiment of the control method of the present invention is shown;

[0019] Figure 3 A flowchart illustrating the method for determining whether the stability characterization coefficients of the present invention are within the preset stability characterization coefficient range is shown.

[0020] Figure 4 A vehicle dynamics diagram of the vehicle according to the present invention is shown when the right rear tire of the vehicle blows out. Detailed Implementation

[0021] The following describes optional embodiments of the present invention with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely for explaining the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios. For example, the present invention does not impose any limitations on the specific application of the control method; it can be used in cars, commercial vehicles, buses, trucks, fuel-powered vehicles, electric vehicles, and hybrid electric vehicles. These are not limiting; those skilled in the art can set the application according to actual usage. Such changes in specific application do not deviate from the basic principles of the present invention and therefore fall within the scope of protection of the present invention.

[0022] It should be noted that the directional terms used herein, such as "front" and "rear," are based on the vehicle's longitudinal direction. The terms "longitudinal" and "longitudinal" refer to the vehicle's longitudinal direction, while "lateral" and "transverse" refer to directions perpendicular to the longitudinal direction. Furthermore, it should be noted that although the steps of the control method of this invention are described in a specific order, this order is not restrictive. Those skilled in the art can perform the steps in different orders without departing from the basic principles of this invention.

[0023] Specifically, the vehicle of the present invention includes a VCU system (vehicle controller), a BCU system (brake control system), a PEU system (power electronics integrated system), and an EPS system (electric power steering system). The VCU system can control the lateral and longitudinal movements of the vehicle by issuing control commands to the BCU system, the PEU system, and the EPS system.

[0024] First refer to Figure 1 , Figure 1 This is a flowchart of the main steps of the control method of the present invention. Figure 1 As shown, based on the vehicle described in the above embodiments, the control method of the present invention mainly includes the following steps:

[0025] S1: Obtain the rear wheel status parameters of the vehicle;

[0026] S2: Based on the rear wheel status parameters, determine whether the rear tire of the vehicle has blown out. If the result is yes, proceed to step S3.

[0027] S3: Obtain the driver's braking and steering requirements.

[0028] S4: Obtain the maximum response values ​​of the braking parameters and steering parameters of the vehicle's front wheels;

[0029] S5: Based on braking demand parameter information, steering demand parameter information, the maximum response value of braking parameters, and the maximum response value of steering parameters, selectively control the driving state of the vehicle's front wheels.

[0030] First, in steps S1 and S2, the rear wheel state parameters of the vehicle are acquired to determine whether the rear tire has blown out. Those skilled in the art will understand that the specific method for acquiring the rear wheel state parameters is not limiting; for example, a tire blowout can be determined based on tire pressure sensors installed on the wheels and changes in wheel load.

[0031] Next, in the event of a tire blowout, step S3 is executed to obtain the driver's braking demand parameter information and steering demand parameter information; further, in step S4, the maximum response value of the braking parameter and the maximum response value of the steering parameter of the vehicle's front wheels are obtained.

[0032] It should be noted that this invention does not impose any restrictions on the specific parameter types of braking and steering requirements. Those skilled in the art can set these parameters according to actual conditions, as long as it ensures control of the lateral and longitudinal movement of the front wheels in the event of a rear tire blowout. Furthermore, this invention does not impose any restrictions on the specific method for determining the maximum response values ​​of the front wheel braking and steering parameters. As an optional implementation, the VCU system can determine the maximum response values ​​of the front wheel braking and steering parameters based on vehicle stability; that is, the maximum value that the front wheel braking and steering parameters can respond to while ensuring vehicle stability is the maximum response value.

[0033] Next, in step S5, the VCU system selectively controls the driving state of the vehicle's front wheels based on the braking demand parameter information, steering demand parameter information, the maximum response value of the braking parameters, and the maximum response value of the steering parameters. In other words, the VCU system determines the target braking parameter value and target steering parameter value for controlling the vehicle based on the braking demand parameter information, steering demand parameter information, the maximum response value of the braking parameters, and the maximum response value of the steering parameters, and controls the BCU system to execute the target braking parameter value and controls the EPS system to execute the target steering parameter value.

[0034] See next Figure 2 , Figure 2 This is a flowchart illustrating the specific steps of an optional embodiment of the control method of the present invention. For example... Figure 2 As shown, based on the vehicle described in the above embodiments, the control method of the preferred embodiment of the present invention includes the following steps:

[0035] S101: Obtain the rear wheel status parameters of the vehicle;

[0036] S102: Based on the rear wheel status parameters, determine whether the vehicle's rear tire has blown out; if the determination result is yes, proceed to step S103;

[0037] S103: Reduce the motor torque and corresponding brake pressure of the axle where the tire blowout occurred to zero;

[0038] S104: Reduce the response rate of the steering angle of the vehicle's steering system and reduce the range of steering angle rotation;

[0039] S105: Obtain the driver's braking and steering requirements.

[0040] S106: Obtain the maximum response values ​​of the braking parameters and steering parameters of the vehicle's front wheels;

[0041] S107: Obtain the stability characterization coefficient of the vehicle and the road surface adhesion coefficient of the road surface where the vehicle is located.

[0042] S108: Determine whether the road surface adhesion coefficient is within the preset road surface adhesion coefficient range and whether the stability characterization coefficient is within the preset stability characterization coefficient range; if the determination result is yes, then proceed to step S109 or step S110.

[0043] S109: When the value of the driver's required braking pressure is less than or equal to the maximum response value of the braking pressure of the front wheels of the vehicle and the value of the driver's required steering angle is less than or equal to the maximum response value of the steering angle of the front wheels of the vehicle, the front wheels of the vehicle are controlled to steer at the required steering angle and brake at the required braking pressure.

[0044] S110: When the value of the driver's required steering angle is greater than the maximum response value of the steering angle of the vehicle's front wheels, calculate the difference between the value of the required steering angle and the maximum response value of the steering angle, and record it as the steering angle difference.

[0045] S111: Convert the steering angle difference into the target yaw rate;

[0046] S112: Calculate the vehicle's yaw moment based on the target yaw rate;

[0047] S113: Determine the target braking coefficient and target steering coefficient of the vehicle based on the required braking pressure, the maximum response value of the braking pressure, the maximum response value of the steering angle, and the yaw moment.

[0048] S114: Calculate the target braking pressure and target steering angle based on the target braking coefficient and target steering coefficient;

[0049] S115: Control the front wheels of the vehicle to brake with a target braking pressure and steer with a target steering angle.

[0050] First, in steps S101 and S102, the rear wheel state parameters of the vehicle are acquired to determine whether the rear tire has blown out. Those skilled in the art will understand that the specific method of acquiring the rear wheel state parameters is not limiting; for example, a tire blowout can be determined based on tire pressure sensors installed on the wheels and changes in wheel load.

[0051] Next, if the rear tire of the vehicle blows out, step S103 is executed to reduce the motor torque and corresponding braking pressure of the axle where the tire blows out to zero, and step S104 is further executed to reduce the response rate of the steering angle of the vehicle's EPS system and reduce the rotation range of the steering angle, so as to effectively prevent the driver from controlling the vehicle's braking and steering too quickly due to excessive panic, thereby ensuring the stability of the vehicle to a certain extent and reducing the occurrence of dangerous conditions.

[0052] Those skilled in the art will understand that the specific reduction in the response rate of the EPS system's steering angle and the specific reduction in the range of steering angle rotation are not limiting. They can be set according to the vehicle model and specific structure, and this invention does not impose any limitations in this regard. Furthermore, it should be noted that the specific execution order of steps S103 and S104 is not limiting; they can be executed simultaneously or in any order, and those skilled in the art can set them as they see fit.

[0053] Further, in steps S105 and S106, the driver's braking demand parameter information and steering demand parameter information, as well as the maximum response values ​​of the braking parameters and steering parameters of the vehicle's front wheels, are obtained.

[0054] It should be noted that this invention does not impose any restrictions on the specific parameter types of braking and steering requirements. Those skilled in the art can set these parameters according to actual conditions, as long as it ensures control of the lateral and longitudinal movement of the front wheels in the event of a rear tire blowout. In this optional embodiment, braking requirements and braking parameters refer to braking pressure, while steering requirements and steering parameters refer to the steering wheel angle. Furthermore, this invention does not impose any restrictions on the specific method for determining the maximum response values ​​of the front wheel braking and steering parameters. As an optional implementation, the VCU system can determine the maximum response values ​​of the front wheel braking and steering parameters based on vehicle stability; that is, the maximum value that the front wheel braking and steering parameters can respond to while ensuring vehicle stability is the maximum response value.

[0055] Further optionally, in steps S107 and S108, the VCU system acquires the vehicle's stability characterization coefficient and the road surface adhesion coefficient of the road surface where the vehicle is located, and further determines whether the road surface adhesion coefficient is within the preset road surface adhesion coefficient range and whether the stability characterization coefficient is within the preset stability characterization coefficient range, so as to ensure that the front wheels of the vehicle are controlled when the vehicle is stable, thereby minimizing dangerous operating conditions.

[0056] It should be noted that the present invention does not impose any restrictions on the specific setting values ​​of the preset stability characterization coefficient and the preset road surface adhesion coefficient. Optionally, the preset stability characterization coefficient is in the range of 0 to 1. The larger the value of the stability characterization coefficient, the more unstable the vehicle is. The preset road surface adhesion coefficient is related to the road surface on which the vehicle is located. The preset road surface adhesion coefficient is larger on asphalt roads and smaller on icy and snowy roads.

[0057] Furthermore, it should be noted that this invention does not impose any restrictions on the specific method for determining whether the stability characterization coefficient falls within the preset stability characterization coefficient range; those skilled in the art can set their own methods according to actual conditions. As a specific implementation, the VCU system first acquires the vehicle's basic driving parameters, the force parameters of the vehicle's wheels, and the vehicle's dynamic parameters. Then, based on these parameters, it determines whether the stability characterization coefficient is within the preset stability characterization coefficient range. Regarding the vehicle's basic driving parameters, the force parameters of the vehicle's wheels, and the dynamic parameters, this invention does not impose any restrictions on the specific parameter types of these three types of parameters, as long as it can determine whether the stability characterization coefficient is within the preset range to further determine the vehicle's stability.

[0058] Optionally, in this specific embodiment, the basic driving parameter information includes the vehicle speed, the vehicle wheel speed, and the vehicle steering angle; the force parameter information includes the wheel slip ratio; and the dynamic parameter information includes at least one of the vehicle lateral acceleration, the vehicle longitudinal acceleration, the vehicle rotational acceleration, and the vehicle steering wheel angular rate. For example... Figure 3 As shown, based on the above parameters, the methods for determining whether the stability characterization coefficients are within the preset stability characterization coefficient range include:

[0059] S10801: Obtain vehicle speed, vehicle wheel speed, vehicle steering angle, vehicle wheel slip ratio, vehicle lateral acceleration, vehicle longitudinal acceleration, vehicle rotational acceleration, and vehicle steering wheel angular rate.

[0060] S10802: Determine whether the wheel slip ratio exceeds the preset wheel slip ratio; if the determination result is no, proceed to step S10803; if the determination result is yes, proceed to step S10804.

[0061] S10803: Determine whether the lateral acceleration exceeds the preset lateral acceleration and whether the longitudinal acceleration exceeds the preset longitudinal acceleration; if the determination result is yes, then execute step S10811; if the determination result is no, then execute step S10805.

[0062] S10804: Determine whether the number of wheels with a wheel slip ratio exceeding the preset wheel slip ratio exceeds the preset number; if the number of wheels with a wheel slip ratio exceeding the preset wheel slip ratio is greater than or equal to two, then proceed to step S10811; if the number of wheels with a wheel slip ratio exceeding the preset wheel slip ratio is less than or equal to one, then proceed to step S10805.

[0063] S10805: Determine whether the rotational acceleration is greater than the maximum value of the preset rotational acceleration range; if the determination result is yes, then proceed to step S10811; if the determination result is no, then proceed to step S10806.

[0064] S10806: Determine whether the rotational acceleration is less than the minimum value of the preset rotational acceleration range; if the determination result is yes, then proceed to step S10811; if the determination result is no, then proceed to step S10807.

[0065] S10807: Based on the vehicle speed and wheel speed, determine whether the vehicle is approaching its limit braking; if the determination result is yes, proceed to step S10811; if the determination result is no, proceed to step S10808.

[0066] S10808: Based on the steering angle, determine whether the vehicle is approaching its steering limit; if the determination result is yes, proceed to step S10811; if the determination result is no, proceed to step S10809.

[0067] S10809: Determine whether the steering wheel's turning rate exceeds the preset turning rate; if the determination result is yes, proceed to step S10811; if the determination result is no, proceed to step S10810.

[0068] S10810: The stability characterization coefficient falls within the preset stability characterization coefficient range, indicating that the vehicle is stable;

[0069] S10811: The stability characterization coefficient does not fall within the preset stability characterization coefficient range, and the vehicle is unstable.

[0070] Furthermore, when the stability characterization coefficient is between 0 and 1, indicating that the vehicle is in a stable state, the VCU system further executes step S109 or S110. In step S109, if the value of the driver's required braking pressure is less than or equal to the maximum response value of the braking pressure of the vehicle's front wheels and the value of the driver's required steering angle is less than or equal to the maximum response value of the steering angle of the vehicle's front wheels, it indicates that the vehicle can fully respond to the driver's needs under stable conditions. In this case, the VCU system controls the front wheels of the vehicle to steer at the required steering angle through the EPS system and controls the front wheels to brake with the required braking pressure through the BCU system. This not only responds to the driver's needs but also ensures that the vehicle can smoothly decelerate and stop after a rear tire blowout.

[0071] In step S110, when the driver's required steering angle is greater than the maximum response value of the vehicle's front wheel steering angle—that is, when the vehicle cannot simultaneously respond to the maximum value of the driver's braking and steering demands—the VCU system calculates the difference between the required steering angle and the maximum response value of the steering angle through the PEU system, and records it as the steering angle difference. Next, in step S111, the steering angle difference is converted into a target yaw rate; and further, in step S112, the vehicle's yaw moment is calculated based on the target yaw rate. This allows the unresponsive steering angle difference to be converted into a target yaw rate, and the braking torque applied to the two front wheels is calculated to generate yaw moment to compensate for the steering angle, thereby achieving the same steering effect. Taking a right rear tire blowout as an example, steps S111 and S112 are calculated using the following vehicle torque vector control formula. The calculation of the torque vector control formula is a conventional calculation method in this field and will not be described in detail here. Figure 4 The relevant parameters of the torque vector control formula are shown:

[0072]

[0073]

[0074] Among them, M z For yaw moment, F is the yaw rate. x,fl F is the longitudinal force on the left front wheel. y,fl For the lateral force on the left front wheel, F x,fr F is the longitudinal force on the right front wheel. y,fr F is the lateral force on the right front wheel. x,rr F is the longitudinal force on the right rear wheel. y,rr F is the lateral force on the right rear wheel. y,rl The lateral force on the left rear wheel is δ. fl The left front wheel steering angle, δ fr S is the steering angle of the right front wheel. f S is the track width between the two front wheels of the vehicle. r The track width between the two rear wheels of the vehicle, l f l is the distance from the vehicle's center of gravity to the front axle. r J is the distance from the vehicle's center of gravity to the rear axle. Z Let be the vehicle's moment of inertia.

[0075] Next, in step S113, based on the yaw moment calculated using the aforementioned torque vector control formula, the braking moment distributed to the two front wheels of the vehicle is determined. Furthermore, based on the required braking pressure, the maximum response value of the braking pressure, the maximum response value of the steering angle, and the yaw moment, and utilizing the vehicle's own calculation module, the target braking coefficient and target steering coefficient of the vehicle are determined. Further, in step S114, the vehicle's calculation module further converts the determined target braking coefficient and target steering coefficient into target braking pressure and target steering angle. Next, in step S115, the VCU system controls the BCU system to brake the two front wheels of the vehicle according to the target braking pressure, and controls the EPS system to steer the two front wheels of the vehicle according to the target steering angle. This maximizes the response to the driver's braking and steering needs while ensuring smooth braking until the vehicle comes to a complete stop.

[0076] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will all fall within the scope of protection of the present invention.

[0077] The relevant user personal information that may be involved in the various embodiments of this application is processed in strict accordance with the requirements of laws and regulations, following the principles of legality, legitimacy, and necessity, based on the reasonable purpose of the business scenario, and is personal information that users actively provide or that is generated due to the use of the product / service, as well as personal information obtained with user authorization.

[0078] The personal information of users processed by the applicant will vary depending on the specific product / service scenario and will be based on the specific scenario in which the user uses the product / service. This may involve the user's account information, device information, driving information, vehicle information, or other related information. The applicant will treat the user's personal information and its processing with a high degree of diligence.

[0079] The applicant attaches great importance to the security of users' personal information and has taken reasonable and feasible security protection measures that comply with industry standards to protect users' information and prevent unauthorized access, disclosure, use, modification, damage or loss of personal information.

Claims

1. A method for controlling a vehicle, characterized in that, The control method includes: In the event of a rear tire blowout, obtain the driver's braking and steering requirements. Obtain the maximum response values ​​of the braking parameters and steering parameters of the vehicle's front wheels; Based on the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter, the driving state of the front wheels of the vehicle is selectively controlled; The step of "selectively controlling the driving state of the vehicle's front wheels based on the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter" includes: When the value of the driver's required steering angle is greater than the maximum response value of the steering angle of the vehicle's front wheels, the difference between the value of the required steering angle and the maximum response value of the steering angle is calculated and denoted as the steering angle difference. Based on the driver's required braking pressure, the maximum response value of the braking pressure of the vehicle's front wheels, the maximum response value of the steering angle, and the steering angle difference, calculate the target braking pressure and target steering angle of the vehicle's front wheels. The vehicle's front wheels are controlled to brake with the target braking pressure and steer with the target steering angle.

2. The control method according to claim 1, characterized in that, The step of "selectively controlling the driving state of the front wheels of the vehicle based on the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter" further includes: When the value of the driver's required braking pressure is less than or equal to the maximum response value of the braking pressure of the vehicle's front wheels and the value of the driver's required steering angle is less than or equal to the maximum response value of the steering angle of the vehicle's front wheels, the front wheels of the vehicle are controlled to steer at the required steering angle and brake with the required braking pressure.

3. The control method according to claim 1, characterized in that, The steps of "calculating the target braking pressure and target steering angle of the vehicle's front wheels based on the driver's required braking pressure, the maximum response value of the vehicle's front wheel braking pressure, the maximum response value of the steering angle, and the steering angle difference" specifically include: The steering angle difference is converted into the target yaw rate; Calculate the vehicle's yaw moment based on the target yaw rate; Based on the required braking pressure, the maximum response value of the braking pressure, the maximum response value of the steering angle, and the yaw moment, determine the target braking coefficient and the target steering coefficient of the vehicle. The target braking pressure and the target steering angle are calculated based on the target braking coefficient and the target steering coefficient.

4. The control method according to any one of claims 1 to 3, characterized in that, Before the step of "obtaining the driver's braking demand parameter information and steering demand parameter information", the control method further includes: Obtain the rear wheel status parameters of the vehicle; Based on the rear wheel status parameters, determine whether the vehicle's rear tire has blown out; Reduce the motor torque and corresponding brake pressure of the axle where the tire blowout occurred to zero; Reduce the response rate of the vehicle's steering system to the steering angle and decrease the range of steering angle rotation.

5. The control method according to any one of claims 1 to 3, characterized in that, Before the step of "selectively controlling the driving state of the front wheels of the vehicle based on the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter," the control method further includes: Obtain the vehicle's stability characterization coefficient and the road surface adhesion coefficient of the road surface where the vehicle is located. Determine whether the road surface adhesion coefficient is within the preset road surface adhesion coefficient range; Determine whether the stability characterization coefficient is within the preset stability characterization coefficient range; When the road surface adhesion coefficient is within the preset road surface adhesion coefficient range and the stability characterization coefficient is within the preset stability characterization coefficient range, the step "selectively control the driving state of the front wheels of the vehicle based on the braking demand parameter information, the steering demand parameter information, the maximum response value of the braking parameter, and the maximum response value of the steering parameter" is executed.

6. The control method according to claim 5, characterized in that, The method for determining whether the stability characterization coefficient is within the preset stability characterization coefficient range is as follows: Obtain basic driving parameters of the vehicle, force parameters of the vehicle's wheels, and dynamic parameters of the vehicle. Based on the basic driving parameter information, the force parameter information, and the dynamic parameter information, determine whether the stability characterization coefficient is within the preset stability characterization coefficient range.

7. The control method according to claim 6, characterized in that, The basic driving parameter information includes at least one of the following: vehicle speed, vehicle wheel speed, and vehicle steering angle; and / or The force parameter information includes wheel slip ratio; and / or The dynamic parameters include at least one of the vehicle's lateral acceleration, longitudinal acceleration, rotational acceleration, and steering wheel angular rate.

8. The control method according to claim 6, characterized in that, The preset stability characterization coefficient ranges from 0 to 1.

9. A vehicle, characterized in that, The vehicle includes a controller capable of performing the control method according to any one of claims 1 to 8.

Images