Automobile anti-theft control method and system

Abstract

The present application provides a car anti-theft control method and system, the car anti-theft control method includes an anti-theft setting method, the anti-theft setting method includes: receiving an anti-theft setting instruction; obtaining parking information of the car, locking all wheels of the car according to the parking information, and performing anti-theft control on the wheels of the car through a certain software control logic, so that when the wheels of the car meet the parking information, all wheels are locked through the anti-theft setting method to set anti-theft, thereby realizing anti-theft of the entire car when the parking information meets the requirements, without the need for additional steering or steering mechanism locking, solving the problem of high cost of hardware anti-theft, and achieving the purpose of reducing weight and increasing efficiency.

Description

Technical Field

[0001] The present application relates to the technical field of automobile anti-theft, and in particular to an automobile anti-theft control method and system. Background Art

[0002] With the increasing popularity of automobiles, they play an increasingly important role in people's daily lives, and automobile safety and anti-theft technologies are becoming increasingly mature. Currently, most automobile anti-theft systems use steering locks and shift locks. However, with the development of automobile technology, automobile suppliers are increasingly eager to reduce vehicle weight, increase driving range, and reduce R&D costs. Existing shift locks and steering locks require additional hardware and development costs. Summary of the Invention

[0003] The present application provides a vehicle anti-theft control method and system to solve the problem of high cost of shift locking mechanisms and steering locking mechanisms in related technologies.

[0004] In a first aspect, the present application provides a method for controlling automobile anti-theft, comprising:

[0005] The anti-theft setting method includes:

[0006] Receive anti-theft setting instructions;

[0007] Acquiring parking information of the vehicle, the parking information including parking status and parking ramp angle;

[0008] calculating a total braking force required for parking the vehicle according to the parking ramp angle, and locking all wheels of the vehicle according to the parking state and the total braking force;

[0009] When the vehicle is not parked, a hydraulic braking force is provided to the front wheels of the vehicle, and the hydraulic braking force of each front wheel is distributed according to the total braking force; a parking braking force is provided to the rear wheels of the vehicle, and the hydraulic braking force of each front wheel and the parking braking force of each rear wheel are distributed according to the total braking force;

[0010] When the car is in a parked state, the rear wheels of the car are kept in the parked state, and the parking braking force of each rear wheel is distributed according to the total braking force; hydraulic braking force is provided to the front wheels of the car, and the hydraulic braking force of each front wheel and the parking braking force of each rear wheel are distributed according to the total braking force.

[0011] Furthermore, the parking information includes a parking state, and obtaining the parking information of the vehicle and locking all wheels of the vehicle according to the parking information includes:

[0012] A parking state of the vehicle is acquired, and all wheels of the vehicle are locked according to the parking state.

[0013] Furthermore, when the vehicle is not parked, the parking state of the vehicle is obtained, and all wheels of the vehicle are locked according to the parking state, including:

[0014] Provides hydraulic braking force to the front wheels of the car;

[0015] Provides parking brake force to the rear wheels of the vehicle.

[0016] When the vehicle is in a parked state, the parking state of the vehicle is obtained, and all wheels of the vehicle are locked according to the parking state, including:

[0017] Maintain parking brake force on the rear wheels of the vehicle;

[0018] Provides hydraulic braking force to the front wheels of the car.

[0019] Furthermore, providing hydraulic braking force to the front wheels of the vehicle includes:

[0020] The brake fluid is actively pressurized into the wheel cylinders of the front wheels through the booster valves connected to the front wheels, so that the front wheels have hydraulic braking force.

[0021] Furthermore, the control method further includes an anti-theft release method based on the anti-theft setting method, and the anti-theft release method includes:

[0022] Receive anti-theft release instructions;

[0023] Keep the car's rear wheels in park;

[0024] Release the brakes on the front wheels of the vehicle.

[0025] Furthermore, the parking information includes a parking ramp angle, and keeping the rear wheels of the vehicle in a parked state includes:

[0026] calculating the total braking force required for parking the vehicle according to the parking ramp angle;

[0027] The parking braking force of each rear wheel is distributed according to the total braking force.

[0028] Furthermore, releasing the braking force of the front wheels of the vehicle includes:

[0029] The hydraulic pressure in the wheel cylinder of the front wheel is released through the pressure reducing valve connected to the front wheel to release the braking force of the front wheel.

[0030] Furthermore, after releasing the braking force of the front wheels of the vehicle, the method further includes:

[0031] Restore the boost valve connected to the front wheel to the normal open state.

[0032] In a second aspect, the present application provides an automobile anti-theft control system, the control system including an anti-theft setting mode; the control system including: a controller, an actuator electrically connected to the controller, and a sensor electrically connected to the controller;

[0033] In the anti-theft setting mode, the sensor is used to obtain parking information of the vehicle, the parking information including the parking state and the parking ramp angle; the controller is used to calculate the total braking force required for parking the vehicle according to the parking ramp angle, and control the actuator to lock all wheels of the vehicle according to the parking state and the total braking force;

[0034] Wherein, when the vehicle is in an unparked state, the controller is used to control the actuator to first provide hydraulic braking force to the front wheels of the vehicle, and distribute the hydraulic braking force of each front wheel according to the total braking force; then control the actuator to provide parking braking force to the rear wheels of the vehicle, and distribute the hydraulic braking force of each front wheel and the parking braking force of each rear wheel according to the total braking force;

[0035] When the car is in a parked state, the controller is used to control the actuator to keep the rear wheels of the car in the parked state, and distribute the parking braking force of each rear wheel according to the total braking force; then control the actuator to provide hydraulic braking force to the front wheels of the car, and distribute the hydraulic braking force of each front wheel and the parking braking force of each rear wheel according to the total braking force.

[0036] Further, the parking information includes parking status;

[0037] The sensor is used to obtain the parking state of the vehicle, and the controller is used to control the actuator to lock all wheels of the vehicle according to the parking state.

[0038] Furthermore, when the car is not parked, the controller controls the actuator to first provide hydraulic braking force to the front wheels of the car, and then provide parking braking force to the rear wheels of the car;

[0039] When the vehicle is in a parked state, the controller controls the actuator to maintain the parking braking force of the rear wheels of the vehicle and provide hydraulic braking force to the front wheels of the vehicle.

[0040] Furthermore, the actuator includes a boost valve connected to the front wheel, which is electrically connected to the controller; the controller is used to control the boost valve to actively boost the brake fluid into the wheel cylinder of the front wheel so that the front wheel has hydraulic braking force.

[0041] Furthermore, the control system also includes an anti-theft release mode;

[0042] In the anti-theft release mode, the controller is used to control the actuator to keep the rear wheels of the vehicle in a parking state and release the braking force of the front wheels of the vehicle.

[0043] Furthermore, the parking information includes a parking ramp angle;

[0044] The controller is used to calculate the total braking force required for parking the vehicle according to the parking ramp angle, and control the actuator to distribute the parking braking force to each rear wheel according to the total braking force.

[0045] Furthermore, the actuator includes a pressure reducing valve connected to the front wheel and electrically connected to the controller; the pressure reducing valve is used to release the hydraulic pressure in the wheel cylinder of the front wheel to release the braking force of the front wheel.

[0046] Furthermore, the actuator also includes a boost valve connected to the front wheel, which is electrically connected to the controller; the controller is also used to control the boost valve to return to a normally open state after the anti-theft mode is released.

[0047] The automobile anti-theft control method provided by the present application includes an anti-theft setting method. The anti-theft setting method obtains the parking information of the automobile and locks all the wheels of the automobile according to the parking information. The anti-theft control of the wheels of the automobile is performed through a certain software control logic. When the wheels of the automobile meet the parking information, all the wheels are locked through the anti-theft setting method to set the anti-theft, thereby realizing the anti-theft of the entire automobile when the parking information meets the requirements. There is no need to set up an additional steering or steering mechanism lock, which solves the problem of high cost of hardware anti-theft and can achieve the purpose of reducing weight and increasing efficiency.

[0048] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0050] Figure 1 FIG2 is a flow chart of an embodiment of an anti-theft setting method of an automobile anti-theft control method of the present application;

[0051] Figure 2 FIG2 is a flow chart of another embodiment of the anti-theft setting method of the automobile anti-theft control method of the present application;

[0052] Figure 3 Shown Figure 2 A flow chart of the anti-theft setting method shown in FIG. 1 when the car is not parked;

[0053] Figure 4 Shown is this application Figure 2 A flow chart of the anti-theft setting method shown in FIG. 1 when the car is parked;

[0054] Figure 5 FIG2 is a flow chart of another embodiment of the anti-theft setting method of the automobile anti-theft method of the present application;

[0055] Figure 6 Shown Figure 5 A flowchart of the anti-theft setting method in the unparked state is shown;

[0056] Figure 7 Shown Figure 5 A flowchart of the anti-theft setting method in the parked state is shown;

[0057] Figure 8 FIG2 is a flow chart of an embodiment of an anti-theft release method of an automobile anti-theft control method of the present application;

[0058] Figure 9 The above is a flow chart of another embodiment of the anti-theft release method of the automobile anti-theft control method of the present application;

[0059] Figure 10 Shown is a schematic diagram of the principle of an embodiment of the automobile anti-theft control system of the present application;

[0060] Figure 11 FIG2 is a schematic structural diagram of an embodiment of the automobile anti-theft control system of the present application;

[0061] Figure 12 Shown is an exemplary operation diagram of the automobile anti-theft control method of the present application. DETAILED DESCRIPTION

[0062] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0063] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. Unless otherwise defined, technical or scientific terms used in this application should have the ordinary meaning understood by a person of ordinary skill in the art to which this application belongs. The terms "first," "second," and similar words used in this specification and claims do not denote any order, quantity, or importance, but are simply used to distinguish different components. Similarly, the terms "a" or "an" and similar words do not denote a limitation of quantity, but rather denote the presence of at least one. The terms "plurality" or "several" mean two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper" and similar words are for convenience only and are not intended to limit to a single position or spatial orientation. The terms "include" or "comprising" and similar words mean that the elements or objects listed before "include" or "comprising" include the elements or objects listed after "include" or "comprising" and their equivalents, and do not exclude other elements or objects. The terms "connected" or "connected" and similar words are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect.

[0064] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. As used in this application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0065] To facilitate understanding of the technical solution of the present application, the following detailed description of the automobile anti-theft control method and system of the present application is provided in conjunction with the accompanying drawings. The features of the following embodiments and implementations may be combined with each other unless they conflict.

[0066] See also Figure 1 As shown, the present application proposes a method for controlling automobile anti-theft. The automobile may be a four-wheeled automobile, a three-wheeled automobile, a two-wheeled automobile, etc. In the following embodiments, a four-wheeled automobile is used as an example. The automobile anti-theft control method may include an anti-theft setting method, which includes steps S1-S2.

[0067] In step S1, in order to accurately identify whether the user is in an environment requiring car anti-theft setting, an anti-theft setting instruction can be received. Car anti-theft setting is performed according to the received anti-theft setting instruction. If no anti-theft setting instruction is received, no car anti-theft setting is required. This effectively avoids the user experience of redundant operation caused by setting car anti-theft in scenarios such as short-term or temporary parking, conforms to humanized settings, and is conducive to improving the user's experience of setting car anti-theft.

[0068] Step S2: Obtaining the vehicle's parking information and locking all of the vehicle's wheels based on the parking information. Obtaining the vehicle's parking information is used to determine the specific parking situation and, therefore, to determine how to implement vehicle anti-theft measures. This avoids the practice of uniformly locking all of the vehicle's wheels based on received anti-theft setting instructions, effectively avoiding redundant wheel locking procedures and facilitating precise vehicle anti-theft measures.

[0069] In this way, the car anti-theft control method of the present application performs anti-theft control on the wheels of the car through a certain software control logic, so that when the parking information of the car's wheels is met, all wheels are locked through the anti-theft setting method to set anti-theft, thereby realizing the anti-theft of the entire car when the parking information is met, without the need for additional steering or steering mechanism locking, solving the problem of high cost of hardware anti-theft and achieving the purpose of reducing weight and increasing efficiency.

[0070] See also Figure 2 As shown, in some embodiments, the parking information may include a parking status. Step S2, obtaining the parking information of the vehicle and locking all the wheels of the vehicle based on the parking information, may include step S21, obtaining the parking status of the vehicle and locking all the wheels of the vehicle based on the parking status. Since users may need to select different parking statuses based on their own parking needs, it is necessary to obtain the parking status of the vehicle and select the most convenient method to lock the wheels of the vehicle based on the parking status. This helps improve adaptability to different parking conditions, improves the efficiency of wheel locking, and enhances user experience.

[0071] Specifically, the parking state of the car may include an unparked state and a parked state. Figure 3 As shown, when the car is not in the parking state, step S21 obtains the parking state of the car and locks all wheels of the car according to the parking state, which may include steps S2101-S2102:

[0072] In step S2101, hydraulic braking force is applied to the front wheels of the vehicle. By applying hydraulic braking force to the front wheels of the vehicle, the front wheels are clamped by the braking force and cannot roll relative to the ground, thereby maintaining a relatively stationary state. This locks the front wheels, facilitating activation of the anti-theft system when the vehicle is stationary, thereby achieving an anti-theft function. Furthermore, applying hydraulic braking force to brake the front wheels of the vehicle is low-cost, easy to implement, and causes less wear on the tire surface of the front wheels, thereby extending the service life of the front wheels.

[0073] Step S2102: Applying parking brake force to the rear wheels of the vehicle. Since each wheel of the vehicle is not braked when the vehicle is not parked, activating the anti-theft system requires the vehicle to be parked. Therefore, applying parking brake force to the rear wheels constrains the rear wheels from rolling relative to the ground, completing rear wheel braking and locking the rear wheels.

[0074] Alternatively, the vehicle's ESP (Electronic Stability Program) or One Box system can provide hydraulic braking force to the front wheels. The vehicle's EPB (Electrical Parking Brake) system can also provide parking brake force to the rear wheels. This combination of hydraulic control and EPB braking provides a four-wheel anti-theft braking system. The EPB system is an electronic parking system for vehicles.

[0075] See also Figure 4 As shown, when the car is in a parked state, the rear wheels of the car are restricted by the braking force and cannot roll relative to the ground. Step S21 obtains the parking state of the car and locks all the wheels of the car according to the parking state. The process may include steps S2111-S2112:

[0076] In step S2111, the parking brake force on the rear wheels of the vehicle is maintained. Since all four wheels of the vehicle must be locked to activate the anti-theft function, the rear wheels of the vehicle are already locked at the start of the parking state. Maintaining the parking brake force to keep the rear wheels stationary effectively reduces the need to reapply the parking brake force to the rear wheels during the parking state, thereby improving wheel locking efficiency, reducing the burden of rear wheel braking force, and ultimately shortening the time required to activate the anti-theft system.

[0077] Step S2112: applying hydraulic braking force to the front wheels of the vehicle. By applying hydraulic braking force to the front wheels of the vehicle, the vehicle is clamped by the braking force and cannot roll relative to the ground, effectively locking the front wheels and activating the vehicle anti-theft system.

[0078] In some embodiments, parking information may include the parking status and the parking ramp angle. When a vehicle is parked on a slope with a certain inclination angle, the braking force required to lock the vehicle's wheels is greater than on flat ground. Obtaining the parking ramp angle facilitates differentiated control of vehicle parking on slopes, ensuring that all four wheels are locked even on slopes, thereby enhancing the vehicle's anti-theft function. It will be appreciated that relevant vehicle sensors (such as a slope sensor) can be used to determine whether the vehicle is parked on a sloped road and obtain the parking ramp angle. The vehicle's ESP system or One Box system can then calculate the total braking force required to prevent the vehicle from rolling on the slope.

[0079] See also Figure 5 As shown, in the case where the parking state and the parking ramp angle are considered at the same time, step S21, obtaining the parking state of the car and locking all wheels of the car according to the parking state, may include steps S211-S213:

[0080] In step S211, the parking state and parking ramp angle of the vehicle are obtained. Obtaining the parking state and parking ramp angle facilitates determining the braking force required to lock the vehicle's four wheels and whether all wheels need to be locked, thereby avoiding the need to relock already locked wheels, which would result in redundant wheel locking procedures and waste time and cost. Furthermore, obtaining the parking state and parking ramp angle of the vehicle facilitates avoiding misjudgment of the parking form, which could result in the vehicle's four wheels not being locked in time and ultimately preventing the vehicle from achieving its anti-theft function.

[0081] Step S212 calculates the total braking force required to park the vehicle based on the parking ramp angle. Because the inclination angles of different ramps vary, the braking force required for parking also varies. If the braking force required for parking is not calculated based on the parking ramp angle, and a uniform braking force is used, then, on the one hand, the vehicle's wheels cannot be locked on steeply angled ramps, preventing parking and, consequently, the vehicle's anti-theft function. On the other hand, on gentler slopes, there is no need to apply a significant braking force to lock the wheels, which reduces wear on the vehicle's braking system (i.e., the EPB system), saving energy and fuel required to provide braking force.

[0082] Step S213 locks all wheels of the vehicle based on the parking state and the total braking force. Locking all wheels based on the parking state and the total braking force helps distribute different braking forces to all wheels according to different slope angles, ensuring that all wheels can be locked on slopes of various angles, thereby achieving the vehicle's anti-theft function. It also helps conserve the vehicle's own energy by avoiding wasting more energy to provide greater braking force on a gentle slope.

[0083] It is understood that the parking state of the car can include an unparked state and a parked state. Figure 6 As shown, when the car is not in the parked state, step S213, locking all wheels of the car according to the parking state and the total braking force, may include steps S21301-S21302:

[0084] In step S21301, hydraulic braking force is applied to the front wheels of the vehicle, and the hydraulic braking force of each front wheel is distributed according to the total braking force. By applying hydraulic braking force to the front wheels according to the total braking force, the front wheels are locked and excessive braking force is not distributed to the front wheels, which wastes the vehicle's own kinetic energy.

[0085] In step S21302, parking brake force is applied to the rear wheels of the vehicle, and the hydraulic braking force of each front wheel and the parking brake force of each rear wheel are distributed according to the total braking force. Distributing the braking force to each wheel according to the total braking force ensures that the braking force applied to each wheel is evenly distributed. This allows all wheels of the vehicle to be locked on a slope, thus achieving vehicle anti-theft functionality and avoiding wasting vehicle kinetic energy by providing redundant braking force to the wheels.

[0086] It is understandable that when a car is parked on a slope, assuming the total braking force required is 2000N, and assuming that the four wheels of the car are evenly stressed, when providing hydraulic braking force to the front wheels of the car, in order to ensure that the car does not roll down the slope, a braking force of 1000N can be first allocated to each of the two front wheels. When providing parking braking force to the rear wheels of the car, a braking force of 500N can be allocated to each of the two rear wheels, while the braking force of the two front wheels can be reduced to 500N respectively. In this way, a braking force of 500N is allocated to each of the four wheels, thereby ensuring that the car does not roll down the slope. It should be noted that when the car is parked on a flat road, that is, when the parking ramp angle is 0, the total braking force required is relatively small, and the braking force of each front and rear wheel can be reasonably allocated according to the situation.

[0087] See also Figure 7 As shown, when the car is in a parked state, step S213, locking all wheels of the car according to the parking state and the total braking force, may include steps S21311-S21312:

[0088] In step S21311, the rear wheels of the vehicle are maintained in a parked state, and the parking braking force of each rear wheel is distributed according to the total braking force. Since the vehicle is already parked and the rear wheels are already locked, there is no need to waste vehicle energy to increase the braking force of the rear wheels; the rear wheels can simply remain parked. Distributing the parking braking force of each rear wheel according to the total braking force helps balance the braking force on the rear wheels on slopes. By calculating the braking force, the rear wheels can be locked on slopes of various angles.

[0089] Step S21312 applies hydraulic braking force to the front wheels of the vehicle, and distributes the hydraulic braking force to each front wheel and the parking brake force to each rear wheel based on the total braking force. The hydraulic braking force is calculated and distributed to the front wheels based on the total braking force. After the hydraulic braking force is distributed to the front wheels, the parking brake force on the rear wheels is adjusted to ensure even braking force on each wheel, as the original front and rear wheel braking force carries the braking force of the entire vehicle. This improves energy conservation and effectively prevents the vehicle from sliding.

[0090] It is understandable that when a car is parked on a slope, assuming the total braking force required is 2000N, and assuming that the four wheels of the car are evenly stressed, when the rear wheels of the car are kept in the parked state, in order to ensure that the car does not roll down the slope, a braking force of 1000N can be first allocated to each of the two rear wheels. When providing hydraulic braking force to the front wheels of the car, a braking force of 500N can be allocated to each of the two front wheels, while the braking force of the two rear wheels can be reduced to 500N respectively. In this way, a braking force of 500N is allocated to each of the four wheels, thereby ensuring that the car does not roll down the slope. It should be noted that when the car is parked on a flat road, that is, when the parking ramp angle is 0, the total braking force required is relatively small, and the braking force of each front and rear wheel can be reasonably allocated according to the situation.

[0091] In some embodiments, hydraulic braking force is provided to the front wheels of a vehicle by actively boosting brake fluid pressure into the wheel cylinders of the front wheels via a booster valve connected to the front wheels, thereby generating hydraulic braking force for the front wheels. By controlling the opening of the front wheel booster valve, fluid in the reservoir flows to the wheel cylinders of the front wheels. When the hydraulic pressure in the wheel cylinders reaches a certain value, the booster valve is controlled to close, maintaining the hydraulic pressure and generating a certain hydraulic braking force on the front wheels, thereby locking the front wheels and thereby achieving vehicle anti-theft protection. This simple structure is easy to implement and relatively low in cost.

[0092] Optionally, the ESP system can use the electric motor to actively boost the brake fluid in the brake fluid reservoir through a boost valve and deliver it to the wheel cylinders of both front wheels, providing braking force to both front wheels. Brake fluid flows between the brake lines and the brake fluid reservoir. In this way, the boost valve and electric motor control the pressure increase and maintenance at both front wheels.

[0093] See also Figure 8 As shown, in some embodiments, the control method further includes an anti-theft release method based on the anti-theft setting method, and the anti-theft release method may include steps S3-S5:

[0094] In step S3, an anti-theft release command is received. The anti-theft setting of the car is released according to the received anti-theft release command. If no anti-theft release command is received, there is no need to release the anti-theft status of the car, which effectively prevents the car from automatically releasing the anti-theft setting when unattended, putting the car in a dangerous state.

[0095] Step S4: Keeping the rear wheels of the car in the parked state. Ensuring that the rear wheels are kept in the parked state can ensure that the rear wheels are still locked after the anti-theft function is released, preventing the car from sliding relative to the ground, effectively avoiding releasing the parking brake of the car at the same time as the anti-theft function is released, and is conducive to improving the safety of the car's parking.

[0096] Step S5: Release the braking force on the front wheels of the vehicle. In this application, all wheels of the vehicle are locked to achieve vehicle anti-theft protection. Therefore, when the anti-theft protection is required, the wheels must be unlocked, thereby releasing the braking force on the front wheels of the vehicle, thereby releasing the front wheel lock and further releasing the anti-theft protection. It will be understood that after the anti-theft protection is released, i.e., the braking force on the front wheels is released, the vehicle can be restored to normal use.

[0097] Further, see Figure 9 As shown, step S4, keeping the rear wheels of the car in the parking state includes steps S41-S42:

[0098] In step S41, the total braking force required to park the vehicle is calculated based on the parking ramp angle. Calculating the total braking force based on the ramp angle facilitates real-time adjustment of the applied braking force as the ramp angle changes. For example, in the above embodiment, if the required total braking force is 2 kN, calculating the total braking force based on the ramp angle avoids directly applying a 4 kN braking force to the vehicle, which would waste the vehicle's kinetic energy. It also prevents the vehicle from sliding down the slope due to insufficient braking force.

[0099] Step S42 distributes the parking brake force to each rear wheel based on the total braking force. The braking force to each rear wheel is distributed so that the braking force originally applied to the front wheels is evenly distributed to the rear wheels, ensuring that the total braking force of the vehicle remains unchanged. This prevents the front wheels from being no longer subject to braking force after the anti-theft feature is released, which would lead to a decrease in the total braking force and ultimately cause the vehicle to roll down a slope. In this way, after the braking force on the front wheels of the vehicle is released, sufficient braking force is still ensured to prevent the vehicle from rolling down a slope. Thus, the vehicle anti-theft control method of the present application can both maintain the security of the parking anti-theft feature and ensure parking safety to prevent the vehicle from rolling down a slope when the anti-theft feature is released.

[0100] It is understandable that when a car is parked on a slope, assuming the total braking force required is 2000N, and assuming that all four wheels are evenly stressed, after the car is set up with anti-theft features, a braking force of 500N is allocated to each of the four wheels. Since the braking force on the front wheels of the car will eventually need to be released, the parking brake force of each rear wheel can be allocated to 1000N based on the total braking force, and then the braking force on the front wheels of the car can be released. This means that the EPB system performs a secondary clamping of the rear wheels and maintains the parking state to prevent the vehicle from rolling away. It should be noted that when the car is parked on a flat road, that is, when the parking ramp angle is 0, the total braking force required is relatively small, and the braking force on the rear wheels can be reasonably allocated according to the situation.

[0101] In some embodiments, the braking force on the front wheels of a vehicle can be released by relieving the hydraulic pressure in the wheel cylinders of the front wheels through pressure reducing valves connected to the front wheels. By opening the pressure reducing valves to drain the fluid from the wheel cylinders and reduce the hydraulic pressure in the wheel cylinders, the front wheels are no longer subject to hydraulic braking, thereby releasing the front wheels from locking and disabling the vehicle's anti-theft feature. Alternatively, the front wheel braking force can be released by opening the pressure reducing valves in the ESP system to relieve the hydraulic braking force in the wheel cylinders of both front wheels.

[0102] Furthermore, after releasing the braking force on the front wheels of the vehicle, the method may further include restoring the boost valve connected to the front wheels to a normally open state. As will be appreciated, restoring the boost valve to a normally open state facilitates ensuring that the air pressure in the front wheel cylinders is equal to atmospheric pressure, allowing the vehicle to return to normal use and preventing subsequent malfunctioning of the vehicle due to low tire pressure.

[0103] In some embodiments, before setting or releasing the car anti-theft, the car anti-theft control method may first perform anti-theft authentication on the user, that is, verify the authentication information of the driver. The verification authentication message is used to confirm whether the user wants to set / release the car anti-theft, so as to avoid arbitrarily setting / releasing the car anti-theft when the car anti-theft setting / release is not required. The verification authentication information may include steps S6-S7:

[0104] In step S6, the driver sends authentication information. The driver can use a handheld vehicle remote control device (such as a car key or a mobile phone app) to set or disable the vehicle's anti-theft function. For example, by pressing the anti-theft set / disable button, the driver can set or disable the vehicle's anti-theft function. The driver also sends authentication information to the control system to set or disable the vehicle's anti-theft function.

[0105] In step S7, the driver's anti-theft authentication request is transmitted to the vehicle body controller, such as the BCM (Body Control Module), via radio frequency. The BCM then determines whether the received authentication information complies with the defined requirements and whether the authentication information is legitimate. If the authentication information is legitimate, it is confirmed that the driver requires anti-theft or anti-theft unlocking, and steps S1-S5 above are executed. If the authentication information is invalid and does not meet the requirements (for example, using the wrong key), the authentication fails and no response is received. The next authentication information request is awaited, or step S6 is repeated.

[0106] In other embodiments, after the car anti-theft setting is completed or the anti-theft is released, the car anti-theft control method can also prompt the driver of the vehicle anti-theft setting and release information through a human-computer interaction interface (such as a mobile phone APP) to serve as an information notification.

[0107] Optionally, a textual prompt, "Brake Anti-Theft Set" or "Brake Anti-Theft Released," can be displayed on the HMI (Human Machine Interface) or mobile app. After setting or releasing the anti-theft function, users can confirm the vehicle's status through the software text prompt, making it more intuitive and improving the user experience and the security of the vehicle's anti-theft settings.

[0108] See also Figure 10 and Figure 11 As shown, the present application also provides an automobile anti-theft control system that can be used to implement the above-mentioned automobile anti-theft control method. The control system includes an anti-theft setting mode; the control system includes: a controller 2, an actuator 3 electrically connected to the controller 2, and a sensor 1 electrically connected to the controller 2.

[0109] In the anti-theft setting mode, the sensor 1 is used to obtain the vehicle's parking information, and the controller 2 is used to control the actuator 3 to lock all of the vehicle's wheels based on the parking information. Specifically, when the vehicle needs to be anti-theft, the sensor 1 obtains the mechanical signal exerted on the vehicle's wheels, converts the signal into a digital signal, and transmits it to the controller 2. The controller 2 determines the vehicle's parking information and issues a corresponding anti-theft instruction to the actuator 3 connected thereto. The actuator 3 then executes the corresponding anti-theft measures based on the anti-theft instructions issued by the controller 2 under different parking information conditions, thereby achieving vehicle-wide anti-theft protection for the vehicle under different parking information conditions.

[0110] In this way, the car anti-theft control system of the present application performs anti-theft control on the wheels of the car through the controller 2, so that when the wheels of the car meet the parking information, the controller 2 controls the actuator 3 to lock all wheels to set anti-theft, thereby realizing anti-theft of the entire car when the parking information meets the requirements, without the need for additional steering or steering mechanism locking, solving the problem of high cost of hardware anti-theft and achieving the purpose of reducing weight and increasing efficiency.

[0111] In some embodiments, the parking information includes a parking state. Specifically, the parking state is whether the vehicle is parked. If the vehicle is parked, the vehicle engine itself has provided a certain amount of braking force to the rear wheels 8. If the vehicle is not parked, the engine does not need to provide any braking force to the wheels, and energy consumption is low.

[0112] Sensor 1 is used to detect the vehicle's parking state, and controller 2 is used to control actuator 3 to lock all of the vehicle's wheels based on the parking state. Sensor 1 detects different mechanical signals from the vehicle's wheels in different parking states. Sensor 1 converts these signals into electrical signals and transmits them to controller 2. Controller 2 then identifies the different parking states and sends different parking commands to actuator 3 based on the specific parking state. This allows the vehicle to be protected from theft in all parking states. Furthermore, distinguishing between different parking states for anti-theft control helps conserve vehicle kinetic energy, avoiding the wasteful consumption of the same kinetic energy to lock the wheels in all parking states.

[0113] Specifically, when the vehicle is not parked, controller 2 controls actuator 3 to first apply hydraulic braking force to the vehicle's front wheels 7, and then applies parking braking force to the vehicle's rear wheels 8. Since the vehicle's engine does not apply braking force to any of the vehicle's wheels when the vehicle is not parked, activating the anti-theft function requires braking all of the vehicle's wheels simultaneously. Therefore, controller 2 controls actuator 3 to apply hydraulic braking force to the front wheels 7, followed by parking braking force to the vehicle's rear wheels 8, thereby locking all of the wheels.

[0114] When the vehicle is parked, controller 2 controls actuator 3 to maintain the parking brake force on the vehicle's rear wheels 8 and apply hydraulic braking force to the vehicle's front wheels 7. When the vehicle is parked, the rear wheels 8 are already braked, so there is no need to waste the vehicle's kinetic energy by applying braking force again. In this case, controller 2 controls actuator 3 to maintain the braking force on the vehicle's rear wheels 8 while applying hydraulic braking force to the vehicle's front wheels 7 to achieve full wheel locking.

[0115] Alternatively, controller 2 can be the vehicle's body control module (BCM). Actuator 3 can include the vehicle's ESP / One Box system and EPB system. The ESP / One Box system provides hydraulic braking force to the vehicle's front wheels. The EPB system provides parking brake force to the vehicle's rear wheels. This combination of hydraulic control and EPB braking achieves a four-wheel anti-theft braking system.

[0116] In some embodiments, parking information includes the parking status and parking ramp angle. The parking ramp angle is used to determine whether the vehicle is on a slope. Locking the wheels of a vehicle on a slope requires greater braking force. Obtaining parking ramp angle information helps ensure that all wheels of the vehicle are locked even on a slope, preventing the vehicle from rolling away and, consequently, preventing the anti-theft function from being activated on a slope. Optionally, sensor 1 may include a slope sensor.

[0117] Sensor 1 is used to detect the vehicle's parking status and parking ramp angle. Controller 2 is used to calculate the total braking force required to park the vehicle based on the parking ramp angle and, based on the parking status and total braking force, control actuator 3 to lock all of the vehicle's wheels. It will be appreciated that the vehicle's ramp sensor 1 can determine whether the vehicle is parked on a sloped road and detect the parking ramp angle. Slope sensor 1 transmits this signal to controller 2, which can specifically transmit it to the vehicle's ESP system or One Box system to calculate the total braking force required to prevent the vehicle from rolling on the slope. Controller 2 issues a braking signal based on the ramp angle. This eliminates the need to apply significant braking force to lock the wheels for parking on shallow slopes, reduces wear on the vehicle's braking system (i.e., the EPB system), and conserves energy or fuel used to generate braking force.

[0118] When the vehicle is not parked, controller 2 controls actuator 3 to first apply hydraulic braking force to the vehicle's front wheels 7, distributing the hydraulic braking force to each front wheel 7 based on the total braking force. It then controls actuator 3 to apply parking braking force to the vehicle's rear wheels 8, distributing the hydraulic braking force to each front wheel 7 and the parking braking force to each rear wheel 8 based on the total braking force. Controller 2 distributes the braking force to each wheel based on the total braking force transmitted by sensor 1, ensuring that the braking force applied to each wheel is evenly distributed. This allows all wheels to be locked on a slope, implementing the vehicle's anti-theft function and avoiding wasting the vehicle's kinetic energy by providing redundant braking force to the wheels.

[0119] As can be understood, when a car is parked on a slope, assuming that controller 2 calculates a total braking force of 2000N based on the slope angle information received by sensor 1, and assuming that all four wheels of the car are evenly loaded, when actuator 3 applies hydraulic braking force to the car's front wheels 7, controller 2 first allocates a braking force of 1000N to each of the two front wheels 7 to prevent the car from rolling down the slope. When actuator 3 applies parking braking force to the car's rear wheels 8, controller 2 allocates a braking force of 500N to each of the two rear wheels 8, while simultaneously reducing the braking force on each of the two front wheels 7 to 500N. This results in a braking force of 500N being allocated to each of the four wheels, thereby preventing the car from rolling down the slope. It should be noted that when the car is parked on a flat surface, that is, when the parking slope angle is zero, the required total braking force is relatively small, and controller 2 can simply allocate the braking force to each of the front and rear wheels 7 and 8 as appropriate.

[0120] When the vehicle is parked, controller 2 controls actuator 3 to maintain the vehicle's rear wheels 8 in the parked state and distributes the parking braking force to each rear wheel 8 based on the total braking force. Controller 2 then controls actuator 3 to apply hydraulic braking force to the vehicle's front wheels 7 and distributes the hydraulic braking force to each front wheel 7 and the parking braking force to each rear wheel 8 based on the total braking force. Since the vehicle is already parked and the rear wheels 8 are already locked, there's no need to waste vehicle energy increasing the braking force on the rear wheels 8. Controller 2 acquires information about the vehicle's parked state via sensor 1 and controls actuator 3 to maintain the rear wheels 8 in the parked state. Controller 2 distributes the parking braking force to each rear wheel 8 based on the total braking force, facilitating balanced braking force on the rear wheels 8 on slopes of varying angles. Furthermore, controller 2 calculates the braking force, facilitating locking of the rear wheels 8 on slopes of varying angles. The controller 2 calculates and distributes the hydraulic braking force to the front wheels 7 according to the total braking force. After the hydraulic braking force is distributed to the front wheels 7, since the original braking force of the front and rear wheels 8 bears the braking force of the entire vehicle, the controller 2 adjusts the parking braking force of the rear wheels 8 through the actuator 3, so that the braking force applied to each wheel is averaged, which is beneficial to energy saving of the vehicle and effectively prevents the vehicle from sliding.

[0121] In some embodiments, actuator 3 may include a booster valve 4 connected to front wheel 7 and electrically connected to controller 2. Controller 2 is configured to control motor 6, which drives booster valve 4 to actively boost brake fluid pressure into the wheel cylinders of front wheel 7, thereby applying hydraulic braking force to front wheel 7. It is understood that the ESP / One Box system may include booster valve 4, with controller 2 controlling the flow of fluid to the wheel cylinders to increase the hydraulic pressure and generate braking force. When the braking force is sufficient to lock front wheel 7, controller 2 controls motor 6 rotation via actuator 3, which in turn controls booster valve 4 to close, maintaining the hydraulic pressure and generating a certain hydraulic braking force on front wheel 7, ensuring that front wheel 7 is locked, thereby achieving vehicle anti-theft protection. This system has a simple structure, is easy to implement, and is relatively low in cost.

[0122] In some embodiments, the control system also includes an anti-theft release mode. In the anti-theft release mode, the controller 2 is used to control the actuator 3 to keep the rear wheels 8 of the car in the parked state and release the braking force of the front wheels 7 of the car. In this application, the anti-theft function of the car is achieved by locking all the wheels of the car. Therefore, when the anti-theft function needs to be released, the wheels need to be unlocked. Therefore, the controller 2 controls the release of the braking force of the front wheels 7 of the car, so that the locking of the front wheels 7 is released, so that all the wheels of the car are no longer in a locked state, thereby achieving the release of the anti-theft function of the car. It can be understood that after the anti-theft function is released, that is, the braking force of the front wheels 7 is released, the car can be restored to a normal use state.

[0123] Furthermore, the parking information includes the parking ramp angle. Controller 2 is configured to calculate the total braking force required for parking the vehicle based on the parking ramp angle and control actuator 3 to distribute the parking braking force to each rear wheel 8 based on the total braking force. Controller 2 calculating the total braking force based on the ramp angle facilitates real-time adjustment of the applied braking force when the ramp angle varies. For example, in the above embodiment, if the required total braking force is 2 kN, controller 2 calculating the total braking force based on the ramp angle transmitted by sensor 1 avoids directly applying 4 kN of braking force to the vehicle, which would waste the vehicle's kinetic energy. It also prevents the vehicle from rolling down the slope due to insufficient braking force. Simultaneously, controller 2 distributes the braking force to each rear wheel 8 upon contact, evenly distributing the braking force originally applied to the front wheels 7. This ensures that the total braking force remains unchanged, preventing the front wheels 7 from losing braking force after the anti-theft feature is released, which would result in a reduction in total braking force and ultimately cause the vehicle to roll down the slope. This ensures that sufficient braking force is maintained even after the front wheels 7 are released, preventing the vehicle from rolling down the slope. In this way, the automobile anti-theft control system of the present application can not only maintain the security of the parking anti-theft setting, but also ensure the parking safety and prevent the car from slipping when the anti-theft function is released.

[0124] In some embodiments, the actuator 3 includes a pressure reducing valve 5 connected to the front wheel 7 and electrically connected to the controller 2. The pressure reducing valve 5 is used to release the hydraulic pressure in the wheel cylinders of the front wheel 7 to release the braking force on the front wheel 7. It is understood that the ESP / One Box system can include a pressure reducing valve 5. The controller 2 controls the actuator 3 to open the pressure reducing valve 5 to discharge the fluid in the wheel cylinder to reduce the hydraulic pressure in the wheel cylinder. This eliminates the hydraulic braking force on the front wheel 7, thereby releasing the front wheel 7 and unlocking the front wheel 7, thereby disabling the vehicle's anti-theft function. Alternatively, the braking force on the front wheel 7 can be released by opening the pressure reducing valve 5 in the ESP system to release the hydraulic braking force in the wheel cylinders of both front wheels 7.

[0125] In some embodiments, actuator 3 further includes a boost valve 4 connected to front wheel 7 and electrically connected to controller 2. Controller 2 is further configured to control boost valve 4 to return to a normally open state after anti-theft mode is disengaged. It will be appreciated that controller 2 controlling actuator 3 to return boost valve 4 to a normally open state facilitates ensuring that the air pressure in the wheel cylinders of front wheel 7 is equal to atmospheric pressure, restoring the vehicle to normal operating conditions and preventing subsequent malfunctioning of the vehicle due to low tire pressure.

[0126] See also Figure 12 As shown, the overall working logic of the automobile anti-theft control method of the present application is introduced.

[0127] 1. The driver requests to set or release the vehicle anti-theft system by operating the remote control key;

[0128] 2. The remote key transmits the driver's anti-theft authentication request to the body controller 2BCM via wireless radio frequency;

[0129] 3. The BCM checks whether the authentication information it receives meets the requirements. If it does not meet the requirements (for example, using the wrong key), the authentication fails, the BCM does not respond, and waits for the next authentication information request.

[0130] 4. If the BCM determines that the authentication is legal, it sends the authentication request to the brake actuator ESP / One box;

[0131] 4.1. If the anti-theft setting is required and the EPB status was previously not parked:

[0132] 4.1.1. Based on software logic, the ESP / one box uses its motor to actively boost the brake fluid in the brake fluid tank through the boost valve 4 and transfer it to the wheel cylinders of the two front wheels 7, thus providing braking force to the two front wheels 7.

[0133] 4.1.2. Simultaneously, the ESP / one box software logic applies parking brakes to the EPB motors of both rear wheels (8).

[0134] 4.1.3. The software arbitration portion is also performed in the ESP / one box. Based on vehicle-related sensor 1 (e.g., hill sensor 1), it determines whether the vehicle is parked on a sloped road surface. It also estimates the total braking force required to prevent the vehicle from rolling on the slope and appropriately distributes this total braking force to the hydraulic pressure of the two front wheels 7 and the EPB brake clamping force of the two rear wheels 8. It then closes the boost valve 4 and the pressure reducing valve 5 to maintain the brake fluid pressure in the wheel cylinders of the two front wheels 7 to prevent the vehicle from rolling.

[0135] 4.1.4. After the brake anti-theft function is completed, a prompt “Brake anti-theft function has been set” will be displayed on the HMI or mobile phone APP.

[0136] 4.2. If the anti-theft setting is required and the EPB status has been completed before:

[0137] 4.2.1. Based on software logic, the ESP / one box uses its motor to actively boost the brake fluid in the brake fluid tank through the boost valve 4 and transfer it to the wheel cylinders of the two front wheels 7.

[0138] 4.2.2. The two rear wheels 8 remain in the EPB parking state;

[0139] 4.2.3. The software arbitration portion is also performed in the ESP / one box. Based on vehicle-related sensor 1 (e.g., hill sensor 1), it determines whether the vehicle is parked on a sloped road surface. It also estimates the total braking force required to prevent the vehicle from rolling on the slope, combines it with the EPB brake clamping force of the two rear wheels 8, and appropriately distributes the remaining required braking force to the hydraulic pressure of the two front wheels 7. It then closes the boost valve 4 and the pressure reducing valve 5 to maintain the brake fluid pressure in the wheel cylinders of the two front wheels 7 to prevent the vehicle from rolling.

[0140] 4.2.4. After the brake anti-theft function is completed, a prompt “Brake anti-theft function has been set” will be displayed on the HMI or mobile phone APP.

[0141] 4.3. If you need to release the anti-theft function:

[0142] 4.3.1. ESP / one box distributes the hydraulic pressure maintained by the two front wheels 7 to the two rear wheels 8 based on software logic. The EPB performs a secondary clamping and maintains the parking state to prevent the vehicle from rolling away.

[0143] 4.3.2. Open the pressure reducing valve 5 to release the hydraulic pressure in the wheel cylinders of the two front wheels 7, and then restore the pressure increasing valve 4 to its normally open state;

[0144] 4.3.3. After the anti-theft function is released, a prompt “Brake anti-theft function has been released” will be displayed on the HMI or mobile phone APP.

[0145] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0146] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A car anti-theft control method, characterized in that: The anti-theft setting method includes: Receive anti-theft setting instructions; Acquiring parking information of the vehicle, the parking information including parking status and parking ramp angle; calculating a total braking force required for parking the vehicle according to the parking ramp angle, and locking all wheels of the vehicle according to the parking state and the total braking force; When the vehicle is not parked, a hydraulic braking force is provided to the front wheels of the vehicle, and the hydraulic braking force of each front wheel is distributed according to the total braking force; a parking braking force is provided to the rear wheels of the vehicle, and the hydraulic braking force of each front wheel and the parking braking force of each rear wheel are distributed according to the total braking force; When the car is in a parked state, the rear wheels of the car are kept in the parked state, and the parking braking force of each rear wheel is distributed according to the total braking force; hydraulic braking force is provided to the front wheels of the car, and the hydraulic braking force of each front wheel and the parking braking force of each rear wheel are distributed according to the total braking force.

2. The automobile anti-theft control method according to claim 1, characterized in that: Provides hydraulic braking force to the front wheels of the vehicle, including: The brake fluid is actively pressurized into the wheel cylinders of the front wheels through the booster valves connected to the front wheels, so that the front wheels have hydraulic braking force.

3. The automobile anti-theft control method according to claim 1, characterized in that: The control method further includes an anti-theft release method based on the anti-theft setting method, and the anti-theft release method includes: Receive anti-theft release instructions; Keep the car's rear wheels in park; Release the brakes on the front wheels of the vehicle.

4. The automobile anti-theft control method according to claim 3, characterized in that: The parking information includes the parking ramp angle, and keeping the rear wheels of the vehicle in a parked state includes: calculating the total braking force required for parking the vehicle according to the parking ramp angle; The parking braking force of each rear wheel is distributed according to the total braking force.

5. The automobile anti-theft control method according to claim 3, characterized in that: Release the braking force on the front wheels of the vehicle, including: The hydraulic pressure in the wheel cylinder of the front wheel is released through the pressure reducing valve connected to the front wheel to release the braking force of the front wheel.

6. The automobile anti-theft control method according to any one of claims 3 to 5, characterized in that: After releasing the braking force on the front wheels of the car, it also includes: Restore the boost valve connected to the front wheel to the normal open state.

7. A car anti-theft control system, characterized in that: The control system includes an anti-theft setting mode; the control system includes: a controller, an actuator electrically connected to the controller, and a sensor electrically connected to the controller; In the anti-theft setting mode, the sensor is used to obtain parking information of the vehicle, the parking information including the parking state and the parking ramp angle; the controller is used to calculate the total braking force required for parking the vehicle according to the parking ramp angle, and control the actuator to lock all wheels of the vehicle according to the parking state and the total braking force; Wherein, when the vehicle is in an unparked state, the controller is used to control the actuator to first provide hydraulic braking force to the front wheels of the vehicle, and distribute the hydraulic braking force of each front wheel according to the total braking force; then control the actuator to provide parking braking force to the rear wheels of the vehicle, and distribute the hydraulic braking force of each front wheel and the parking braking force of each rear wheel according to the total braking force; When the car is in a parked state, the controller is used to control the actuator to keep the rear wheels of the car in the parked state, and distribute the parking braking force of each rear wheel according to the total braking force; then control the actuator to provide hydraulic braking force to the front wheels of the car, and distribute the hydraulic braking force of each front wheel and the parking braking force of each rear wheel according to the total braking force.

8. The automobile anti-theft control system according to claim 7, characterized in that: The actuator includes a boost valve connected to the front wheel and electrically connected to the controller; the controller is used to control the boost valve to actively boost the brake fluid into the wheel cylinder of the front wheel so that the front wheel has hydraulic braking force.

9. The automobile anti-theft control system according to claim 7, characterized in that: The control system also includes an anti-theft disarming mode; In the anti-theft release mode, the controller is used to control the actuator to keep the rear wheels of the vehicle in a parking state and release the braking force of the front wheels of the vehicle.

10. The automobile anti-theft control system according to claim 9, characterized in that: The parking information includes a parking ramp angle; The controller is used to calculate the total braking force required for parking the vehicle according to the parking ramp angle, and control the actuator to distribute the parking braking force to each rear wheel according to the total braking force.

11. The automobile anti-theft control system according to claim 9, characterized in that: The actuator includes a pressure reducing valve connected to the front wheel and electrically connected to the controller; the pressure reducing valve is used to release the hydraulic pressure in the wheel cylinder of the front wheel to release the braking force of the front wheel.

12. The automobile anti-theft control system according to any one of claims 9 to 11, characterized in that: The actuator also includes a boost valve connected to the front wheel, which is electrically connected to the controller; the controller is also used to control the boost valve to return to a normally open state after the anti-theft mode is released.

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