Vehicle controller, control method and electric vehicle for tire blowout control

Abstract

A kind of vehicle controller of tire burst control, control method and electric vehicle, it is related to new energy vehicle field, it can be applied to pure electric vehicle and hybrid vehicle.The vehicle controller is applied to electric vehicle, and the electric vehicle includes rear wheel steering system, and the rear wheel steering system is used to control the steering angle of the rear wheel of electric vehicle.Vehicle controller is used to control the rear wheel steering system to adjust the steering angle of the rear wheel when one front wheel of electric vehicle occurs tire burst during the travel process of the vehicle speed of electric vehicle greater than preset vehicle speed.According to the scheme, the vehicle stability control can be realized quickly, the electric vehicle when tire burst is effectively controlled, and the vehicle safety is improved.

Description

Technical Field

[0001] This application relates to the field of new energy vehicles, and more specifically, to a vehicle controller for tire blowout control, a control method, and an electric vehicle. Background Technology

[0002] With the development of the vehicle industry and the increasing number of vehicles year by year, traffic safety accidents are receiving more and more attention. Tires, as the only key component on a vehicle that directly contacts the ground, have a significant impact on the vehicle's power, braking, ride comfort, and handling stability during operation. A tire blowout in an electric vehicle at high speed can have a significant impact on vehicle stability and safety. For most passenger cars, the front wheels serve as both power wheels and steering wheels. A front tire blowout can cause a significant deviation in the vehicle's direction and path within a very short time, making it easy for the driver to make incorrect maneuvers in a panic, thus increasing the difficulty of vehicle control. At high speeds, and without the driver's steering wheel control, the vehicle's direction and path can deviate unexpectedly, significantly impacting vehicle stability and safety.

[0003] Currently, the braking or drive system is generally used to control the wheels to maintain the force balance on the left and right sides of the vehicle after a tire blowout, thereby controlling the vehicle's travel path and body posture. However, controlling the vehicle's travel posture solely by applying longitudinal force to the wheels and then generating yaw torque from the difference in longitudinal forces on the left and right sides is inefficient.

[0004] Therefore, how to effectively control the situation when an electric vehicle experiences a tire blowout is a problem that needs to be solved. Summary of the Invention

[0005] This application provides a vehicle controller, control method, and electric vehicle for tire blowout control. When a front tire blowout is detected, the vehicle's steering characteristics and driving posture are adjusted by fully utilizing the rear wheel steering function according to the vehicle's driving state, thereby quickly achieving vehicle stability control and effectively controlling the electric vehicle when a tire blowout occurs, thus improving vehicle safety.

[0006] In a first aspect, this application provides a vehicle controller for tire blowout control, which is applied to an electric vehicle. The electric vehicle includes a rear-wheel steering system for controlling the steering angle of the rear wheels. The vehicle controller is used to adjust the steering angle of the rear wheels of the electric vehicle after a front tire blowout occurs while the vehicle is traveling at a speed greater than a preset speed.

[0007] The vehicle controller in this application can be a motor controller for an electric vehicle, a vehicle controller, or a separately configured controller with control capabilities. This vehicle controller is applicable to electric or hybrid vehicles, where the electric vehicle can have a distributed motor or centralized motor architecture, possessing multiple drive motors and multiple motor controllers. The vehicle controller can be any one of these multiple motor controllers.

[0008] Electric vehicles equipped with rear-wheel steering systems can change the rotation angle and direction of the two rear wheels, thereby effectively adjusting the vehicle's steering and handling characteristics through different steering methods. At low speeds, when the rear wheels steer in the opposite direction to the front wheels, the turning radius can be reduced, improving the overall handling and agility of the vehicle. At higher speeds, when the rear wheels steer in the same direction as the front wheels, the yaw moment generated by steering operations can be effectively reduced, enhancing vehicle stability.

[0009] When an electric vehicle experiences a tire blowout while in motion, the blown wheel will exhibit a blowout braking effect, causing a sudden increase in wheel speed and a veer in the vehicle's direction of travel. The vehicle will yaw towards the side of the blown-out wheel. To ensure the safety of the driver and the vehicle, the rear-wheel steering system can adjust the steering of the two rear wheels to generate a yaw control torque. This yaw control torque counteracts the yaw caused by the tire blowout, reducing the magnitude of the vehicle's yaw.

[0010] Tire blowout control is only activated when the electric vehicle's speed exceeds a preset speed, preventing misjudgments and erroneous control during vehicle acceleration or low-speed driving. The preset speed can be pre-calibrated based on real-vehicle experiments and / or model calculations, or it can be pre-set considering overall vehicle requirements and performance.

[0011] According to the solution in this application, the yaw caused by tire blowout in electric vehicles is suppressed by adjusting the rear wheel steering angle, thereby quickly achieving vehicle stability control, effectively controlling the driving posture of electric vehicles when a tire blowout occurs, and improving vehicle safety.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is specifically used to control the rear wheel steering system to adjust the rear wheels to turn to the left after the left front tire of the electric vehicle blows out while the electric vehicle is traveling at a speed greater than a preset speed.

[0013] When the left front tire of an electric vehicle blows out, if the driver does not apply steering wheel control, the electric vehicle will generate a yaw moment to the left (counterclockwise relative to the vehicle). At this time, the vehicle controller will turn the rear wheel steering system to the left. The leftward steering of the rear wheels will then generate a yaw control moment to the right (clockwise relative to the vehicle). The yaw moment and the yaw control moment cancel each other out, reducing the yaw rate of the electric vehicle.

[0014] According to the solution in this application, when the left front tire of an electric vehicle blows out, controlling the rear wheel to turn to the left can effectively reduce vehicle yaw, quickly achieve vehicle stability control, and improve vehicle safety.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is specifically used to control the rear wheel steering system to adjust the rear wheels to turn to the right after the right front tire of the electric vehicle blows out while the vehicle speed is greater than the preset speed.

[0016] When the right front tire of an electric vehicle blows out, if the driver does not apply steering wheel control, the electric vehicle will generate a yaw moment to the right (relative to clockwise). At this time, the vehicle controller will turn the rear wheel steering system to the right, and the rightward steering of the rear wheels will generate a yaw control moment to the left (relative to counterclockwise). The yaw moment and the yaw control moment cancel each other out, reducing the yaw rate of the electric vehicle.

[0017] According to the solution in this application, when the right front tire of an electric vehicle blows out, controlling the rear wheel to turn to the right can effectively reduce vehicle yaw, quickly achieve vehicle stability control, and improve vehicle safety.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is specifically used to control the rear wheel steering system to adjust the rear wheel rotation by a first angle after a front tire blowout occurs while the electric vehicle is traveling at a first speed. Conversely, if a front tire blowout occurs while the electric vehicle is traveling at a second speed greater than the first speed, the controller controls the rear wheel steering system to adjust the rear wheel rotation by a second angle less than the first angle.

[0019] Both the first and second vehicle speeds are greater than the preset speeds, with the second speed being greater than the first. The higher the speed, the greater the risk of a tire blowout and the greater the impact on the vehicle's attitude and path. At this speed, the yaw control torque applied through steering also increases, further increasing the risk of loss of control. Therefore, the higher the speed, the smaller the steering angle controlled by the rear-wheel steering system for the rear wheels. When an electric vehicle experiences a tire blowout at the second speed, the rear-wheel steering system controls the rear wheels to rotate a second angle, which is smaller than the first angle.

[0020] According to the solution in this application, when a tire blows out at different vehicle speeds, the vehicle controller adjusts the steering angle of the rear wheels according to the different vehicle driving conditions, reducing the risk of loss of vehicle control and effectively improving vehicle safety.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is used to control the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle to increase when a front tire of the electric vehicle blows out while the vehicle is traveling at a speed greater than a preset speed.

[0022] Electric vehicles can have a distributed motor or centralized motor architecture, possessing multiple drive motors. These drive motors can be wheel-side motors or in-wheel motors, each capable of independently driving one wheel. Therefore, for an electric vehicle with multiple drive motors driving the left and right rear wheels respectively, different drive torque magnitudes can be generated by controlling one or both of the two drive motors on the left and right sides of the rear axle to operate simultaneously. This allows for torque vector control of the two rear axle drive motors to generate additional yaw torque compensation, further reducing overall vehicle yaw.

[0023] In this application, the driving torque of the left rear wheel can be understood as the torque output by the drive motor used to drive the left rear wheel, and the driving torque of the right rear wheel can be understood as the torque output by the drive motor used to drive the right rear wheel. The difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel can be understood as the difference between the torque value output by the drive motor used to drive the left rear wheel and the torque value output by the drive motor used to drive the right rear wheel.

[0024] Increasing the difference in drive torque between the left and right rear wheels of an electric vehicle can be achieved by increasing the drive torque of one wheel while keeping the drive torque of the other wheel constant or decreasing; or by increasing the drive torque of one wheel by a greater margin than the increase in the drive torque of the other wheel; or by decreasing the drive torque of one wheel while keeping the drive torque of the other constant; or by decreasing the drive torque of one wheel by a smaller margin than the decrease in the drive torque of the other wheel. It should be understood that when a tire blows out, to ensure the safety of the occupants and the vehicle, the vehicle will typically slow down and be controlled. Therefore, increasing the difference in drive torque between the left and right rear wheels of an electric vehicle usually involves decreasing the drive torque of one wheel while keeping the drive torque of the other constant; or by decreasing the drive torque of one wheel by a smaller margin than the decrease in the drive torque of the other wheel. This allows the vehicle to reduce speed while reducing yaw.

[0025] It should be understood that drive torque can also be negative. A drive motor consists of stator windings and a rotor. By outputting alternating current to the three-phase stator windings, the output torque of the drive motor can be controlled. By adjusting the magnitude of the stator winding current and the phase of the three-phase current through the motor controller, the strength and direction of the stator magnetic field can be changed, thereby altering the interaction force between the stator and rotor, i.e., the motor torque. Changing the phase of the three-phase current output to the motor causes the rotor to cut the magnetic field generated by the stator windings, converting the rotor's kinetic energy into electrical energy that is input into the power battery; in this case, the motor outputs negative torque. Changing the magnitude of the three-phase current output to the motor through the motor controller can increase or decrease the positive or negative torque output of the motor.

[0026] According to the solution in this application, by adjusting the torque output of the two drive motors on the rear axle, torque vector control is performed to generate additional yaw compensation torque, further reducing the yaw of the entire vehicle, quickly achieving vehicle stability control, effectively controlling the driving posture of the electric vehicle in the event of a tire blowout, and improving vehicle safety.

[0027] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is specifically used to control the driving torque of the left rear wheel to be greater than the driving torque of the right rear wheel after the left front wheel of the electric vehicle blows out while the vehicle speed is greater than the preset speed.

[0028] When the left front tire of an electric vehicle blows out, if the driver does not apply steering wheel control, the electric vehicle will generate a yaw moment to the left (counterclockwise relative to the vehicle). At this time, the vehicle controller controls the driving torque of the left rear wheel to be greater than that of the right rear wheel, so that the electric vehicle generates a yaw compensation moment to the right (clockwise relative to the vehicle), thereby further reducing the yaw.

[0029] According to the solution in this application, when the left front tire of an electric vehicle blows out, controlling the driving torque of the left rear wheel to be greater than that of the right rear wheel can further reduce vehicle yaw, quickly achieve vehicle stability control, and improve vehicle safety.

[0030] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is specifically used to control the driving torque of the right rear wheel to be greater than the driving torque of the left rear wheel after the right front wheel of the electric vehicle blows out while the vehicle speed is greater than the preset speed.

[0031] When the right front tire of an electric vehicle blows out, if the driver does not apply steering wheel control, the electric vehicle will generate a yaw moment to the right (relative to clockwise). At this time, the vehicle controller controls the drive torque of the right rear wheel to be greater than that of the left rear wheel, so that the electric vehicle generates a yaw compensation moment to the left (relative to counterclockwise), thereby further reducing the yaw.

[0032] According to the solution in this application, when the right front tire of an electric vehicle blows out, controlling the driving torque of the right rear wheel to be greater than that of the left rear wheel can further reduce vehicle yaw, quickly achieve vehicle stability control, and improve vehicle safety.

[0033] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is used to, in response to the electric vehicle's yaw rate being greater than the preset yaw rate, control the rear wheel steering system to increase the steering angle of the rear wheels and / or control the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle to increase when a front tire of the electric vehicle blows out while the vehicle speed is greater than the preset speed.

[0034] The vehicle controller obtains vehicle driving and attitude information through sensor signals, thereby acquiring the vehicle's current speed and yaw angle information. Based on the vehicle speed and steering wheel angle information, the vehicle controller calculates the preset speed required for stable vehicle operation and compares it with the yaw rate to obtain the difference, thus determining the torque information needed to control the vehicle's attitude. When the yaw rate is greater than the preset rate, the rear-wheel steering system is controlled to increase the steering angle of the rear wheels, and / or the difference between the drive torque of the left and right rear wheels of the electric vehicle is increased, thereby increasing the yaw control torque and / or yaw compensation torque to reduce vehicle yaw.

[0035] According to the solution in this application, when a front tire blowout is detected, the rear wheel steering function and torque vector control function are fully utilized to adjust the vehicle's steering characteristics and driving posture, thereby quickly achieving vehicle stability control and improving vehicle safety.

[0036] In conjunction with the first aspect, in some implementations of the first aspect, controlling the increase of the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle includes controlling the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel to be adjusted to a preset difference, wherein the preset difference increases with the increase of the yaw rate of the electric vehicle, and the preset difference increases with the increase of the difference between the yaw rate of the electric vehicle and the preset angular velocity.

[0037] When a front tire blows out while the vehicle is in motion, the vehicle controller can obtain vehicle driving and attitude information through sensor signals, thereby obtaining the vehicle's current speed and yaw angle information. The greater the yaw rate deviation caused by the tire blowout, the greater the yaw control torque required for blowout control, and the greater the torque differential output by the left and right drive motors.

[0038] According to the solution in this application, the torque difference between the two drive motors on the rear axle is determined based on the change in yaw rate when a tire blows out. By making full use of torque vector control, vehicle stability control can be quickly achieved, thereby improving vehicle safety.

[0039] In conjunction with the first aspect, in certain implementations of the first aspect, after a tire blowout occurs in one of the front wheels of the electric vehicle while the vehicle is traveling at a speed greater than a preset speed, including when the tire pressure of one front wheel is less than a pressure threshold and / or the wheel speed increase of one front wheel is greater than the wheel speed increase of other wheels within a preset time period.

[0040] The vehicle controller obtains signals representing the vehicle's driving status, such as vehicle speed, steering wheel angle, yaw rate, and tire pressure, from vehicle sensors, such as vehicle speed sensors, steering wheel angle sensors, inertial sensors, and tire pressure sensors. The vehicle controller can then perform tire blowout detection and tire blowout wheel positioning based on these signals.

[0041] When a tire blows out on a vehicle, the corresponding drive motor's speed suddenly increases. This change in drive motor speed or wheel speed allows detection of the blown-out wheel among the four. However, when a tire blows out, the tire pressure drops. If the tire pressure falls below a pressure threshold, a blowout can be identified.

[0042] In one possible implementation, the vehicle controller can also determine that the electric vehicle has experienced a tire blowout when the yaw rate of the electric vehicle is greater than a yaw threshold.

[0043] In one possible implementation, once the vehicle controller detects a tire blowout while the vehicle is in motion, it outputs a reminder or warning signal and the location information of the blown-out wheel to the driver via a display screen.

[0044] According to the solution in this application, tire blowout detection and identification are performed by utilizing the characteristics of vehicle speed change, which shortens the tire blowout detection time, allows for timely intervention and control, reduces the false judgment rate, and improves vehicle safety.

[0045] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is also used to control the rear wheel steering system to reduce the steering angle of the rear wheels to zero in response to the electric vehicle's travel path deviation being less than an offset threshold or the electric vehicle's speed being less than a safety threshold during the process of controlling the rear wheel steering system to adjust the steering angle of the rear wheels.

[0046] If, during the tire blowout control process, the vehicle's path deviation is detected to decrease below the threshold or the electric vehicle's speed decreases to the safe threshold, it indicates that the electric vehicle is controllable or has entered within the controllable speed threshold. The vehicle controller can then gradually reduce the yaw control torque to exit the tire blowout control function, and the rear wheel steering system will gradually reduce the rear wheel steering angle to 0.

[0047] According to the solution in this application, after the vehicle is under control, the tire blowout control is disengaged, thereby preventing the vehicle from yawing due to the steering angle of the rear wheels and improving vehicle safety.

[0048] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle controller is further configured to, during the process of controlling the increase of the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle, reduce the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle to zero in response to the fact that the deviation of the electric vehicle's driving path is less than an offset threshold or the speed of the electric vehicle is less than a safety threshold.

[0049] If, during the tire blowout control process, the vehicle's path deviation is detected to decrease below the threshold or the electric vehicle's speed decreases to the safety threshold, it indicates that the electric vehicle is controllable or has entered within the controllable speed threshold. The vehicle controller can then gradually reduce the yaw control torque to exit the tire blowout control function, and the vehicle controller will reduce the torque differential between the left and right drive motors to 0.

[0050] According to the solution in this application, after the vehicle is under control, the tire blowout control is disengaged, thereby preventing the vehicle from yawing due to the torque difference between the left and right drive motors and improving vehicle safety.

[0051] In conjunction with the first aspect, in some implementations of the first aspect, the steering angle of the rear wheels increases as the road surface adhesion coefficient decreases, and the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel decreases as the road surface adhesion coefficient decreases.

[0052] When driving on low-friction surfaces such as wet, slippery roads or snow-covered roads, the road adhesion coefficient and tire slip ratio should be used as additional input signals. These additional parameters are used to correct and adjust the yaw control torque and yaw compensation torque. On low-friction surfaces, the reference values ​​for the vehicle's yaw rate and steering gradient differ significantly from those on normal high-friction surfaces, requiring recalculation. Simultaneously, the tire's force characteristics and boundary characteristics change significantly on low-friction surfaces, leading to variations in the yaw control torque and rear-wheel steering threshold.

[0053] According to the solution in this application, the parameters for tire blowout control are adjusted based on the road surface adhesion coefficient, which effectively improves the safety of vehicles driving on roads with different road surface adhesion coefficients. In the event of a tire blowout, vehicle stability control is quickly achieved, thereby improving vehicle safety.

[0054] Secondly, this application provides a control method for tire blowout control of an electric vehicle. The control method is used to control the rear-wheel steering system of an electric vehicle after a front tire blowout occurs while the vehicle is traveling at a speed greater than a preset speed. The control method includes detecting a front tire blowout at a first moment, where the tire pressure of the front tire is less than a pressure threshold and / or the wheel speed increase of the front tire is greater than the wheel speed increase of other wheels within a preset time period. During a first time period following the first moment, the rear-wheel steering system is controlled to adjust the steering angle of the rear wheels. At a second moment following the first time period, in response to a travel path deviation of less than an deviation threshold or a vehicle speed of less than a safety threshold, the steering system is controlled to reduce the steering angle of the rear wheels to zero.

[0055] In conjunction with the second aspect, in some implementations of the second aspect, the control method further includes increasing the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle during a first time period after the first moment. During the first time period or at a second moment after the first time period, in response to the electric vehicle's path deviation being less than an offset threshold or the electric vehicle's speed being less than a safety threshold, the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle is reduced to zero.

[0056] In conjunction with the second aspect, in some implementations of the second aspect, the control method specifically includes, within a first time period after the first moment, responding to the electric vehicle's yaw rate being greater than a preset angular velocity, controlling the rear wheel steering system to adjust the rear wheel rotation angle by a preset angle, or controlling the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle to adjust to a preset difference. Specifically, the preset angle decreases as the electric vehicle's speed increases, the preset difference increases as the electric vehicle's yaw rate increases, and the preset difference increases as the difference between the electric vehicle's yaw rate and the preset angular velocity increases.

[0057] Thirdly, this application provides an electric vehicle including a vehicle controller and a vehicle sensor as described in the first aspect and its various implementations, the vehicle sensor being used to output vehicle signals indicating the vehicle speed, yaw rate, and tire pressure of each wheel of the electric vehicle.

[0058] Other beneficial effects can be found in the description of the first aspect, and will not be repeated here. Attached Figure Description

[0059] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0060] Figure 2 This is a schematic diagram of the electric vehicle architecture provided in an embodiment of this application;

[0061] Figure 3 This is a schematic diagram of a vehicle controller for tire blowout control provided in an embodiment of this application;

[0062] Figure 4 This is a schematic diagram of the tire blowout control method provided in the embodiments of this application;

[0063] Figure 5 This is a schematic diagram of a tire blowout control provided in an embodiment of this application;

[0064] Figure 6 This is a schematic diagram of another tire blowout control provided in an embodiment of this application. Detailed Implementation

[0065] The technical solutions in this application will now be described in conjunction with the accompanying drawings. The detailed descriptions and drawings of the following embodiments are used to exemplarily illustrate the principles of this application, but should not be used to limit the scope of this application; that is, this application is not limited to the described embodiments.

[0066] Tire blowouts at high speeds are a major cause of vehicle loss of control and serious traffic accidents. As the only critical component of a vehicle in direct contact with the ground, tires significantly impact a vehicle's power, braking, ride comfort, and handling stability. At high speeds, a tire blowout drastically alters the vehicle's dynamic characteristics, disrupting its balance and causing it to deviate from its intended path. For most passenger cars, the front wheels serve as both power and steering wheels; a front tire blowout can cause a significant deviation in the vehicle's direction and path within a very short time. Drivers are prone to making incorrect maneuvers in a panic, making vehicle control extremely difficult. At high speeds, when the driver is not applying steering wheel control, the vehicle's direction and path can deviate unexpectedly, significantly impacting vehicle stability and safety.

[0067] In one possible implementation, the current state of the vehicle is determined, and the wheels are controlled using the braking or drive system to maintain the force balance on the left and right sides of the vehicle after a tire blowout, thereby controlling the vehicle's driving path and body posture after the blowout.

[0068] It should be understood that controlling the vehicle's driving posture by applying longitudinal force to the wheels and then generating yaw torque from the difference in longitudinal force between the left and right sides is relatively inefficient.

[0069] To address the aforementioned issues, this application provides a vehicle controller, control method, and electric vehicle for tire blowout control. When a front tire blowout is detected, the vehicle's steering characteristics and driving posture are adjusted by fully utilizing the rear wheel steering function according to the vehicle's driving state, thereby quickly achieving vehicle stability control and effectively controlling the electric vehicle when a tire blowout occurs, thus improving vehicle safety.

[0070] Figure 1 and Figure 2 This is a schematic diagram of the architecture of the electric vehicle 10 provided in the embodiments of this application.

[0071] like Figure 1 As shown, the electric vehicle 10 includes a vehicle controller 20, a drive motor 30, a motor controller 40, a power battery (not shown), and multiple wheels. The motor controller 40 is used to output current to the drive motor 30 to control the drive motor 30 to output torque to drive the electric vehicle 10.

[0072] The vehicle controller 60 in this application may be the motor controller 40 of the electric vehicle 10, or the vehicle controller 20, or a separately configured controller with control capabilities.

[0073] Understandably, the electric vehicle 10 in this application embodiment can be any type of vehicle such as a car, truck, or passenger bus, or it can be a tricycle, two-wheeled vehicle, train, or other transportation device for carrying passengers or goods, or other types of vehicles powered by a power battery. This application embodiment does not limit this. The vehicle includes, but is not limited to, pure electric vehicles (pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), and plug-in hybrid electric vehicles (plug-in hybrid electric vehicles). In hybrid electric vehicles (PHEVs), new energy vehicles (NEVs), etc.

[0074] The power battery in this application embodiment can be a lithium-ion battery, lithium metal battery, lead-acid battery, nickel-cadmium battery, nickel-metal hydride battery, lithium-sulfur battery, lithium-air battery, or sodium-ion battery, etc., and this application does not limit it to any particular type. In terms of scale, the power battery in this application embodiment can be a single cell, a battery module, or a battery pack. This power battery can also supply power to other electrical components in the vehicle, such as the vehicle's air conditioning system and in-vehicle media player.

[0075] The electric vehicle 10 can be a distributed four-motor drive architecture, with the drive motors positioned beside the driving wheels and controlled by individual motor controllers 40. Alternatively, the electric vehicle can have a centralized drive motor architecture, where the drive motors for the two front wheels or two rear wheels are grouped together. There can be one or more motor controllers 40. A one-to-one correspondence can exist between the motor controller 40 and the drive motors, or one motor controller 40 can correspond to multiple drive motors. The motor controller 40 controls the output torque of one or more drive motors to drive the electric vehicle 10.

[0076] In one embodiment, such as Figure 2 As shown in (a), the electric vehicle 10 can be a distributed four-motor drive architecture, with the drive motors positioned beside the driving wheels and controlled by individual motor controllers. The electric vehicle 10 can also be as follows: Figure 2 The centralized four-motor drive architecture shown in (b) has two drive motors for driving the two front wheels or the two rear wheels set together.

[0077] For example, the electric vehicle 10 includes four motor controllers: motor controller 41, motor controller 42, motor controller 43, and motor controller 44. The four motors include drive motor 31, drive motor 32, drive motor 33, and drive motor 34. Motor controller 41 controls drive motor 31 to drive wheel 51, motor controller 42 controls drive motor 32 to drive wheel 52, motor controller 43 controls drive motor 33 to drive wheel 53, and motor controller 44 controls drive motor 34 to drive wheel 54.

[0078] Based on wheel position, the four wheels can be divided into left front wheel, right front wheel, left rear wheel, and right rear wheel. According to axle arrangement, the left and right front wheels are coaxial and connected via the front axle, while the left and right rear wheels are coaxial and connected via the rear axle. Based on location, the left and left rear wheels are on the same side (left side), and the right front and right rear wheels are on the same side (right side). Of the four drive motors, the two motors driving the two front wheels are coaxial, and the two motors driving the two rear wheels are also coaxial.

[0079] In one embodiment, the electric vehicle 10 may also be as follows: Figure 2 The centralized drive motor architecture shown in (c) uses one drive motor to drive the two front wheels of the electric vehicle 10, and two drive motors to drive the two rear wheels of the electric vehicle 10 respectively.

[0080] In one embodiment, the various architectures mentioned above can also be combined, for example, the front drive adopts a distributed drive motor architecture and the rear drive adopts a centralized drive motor architecture.

[0081] The vehicle controller 60 provided in this application can be any one of a plurality of motor controllers.

[0082] The electric vehicle 10 also includes an accelerator pedal and a steering wheel. The accelerator pedal is used to indicate the torque output to the wheels of the electric vehicle 10.

[0083] In one embodiment, the motor controller 40 includes a signal interface, through which the motor controller 40 is connected to the vehicle controller 20 and other motor controllers 40. The vehicle controller 20 is signal-connected to the accelerator pedal, and calculates the vehicle torque demand based on the accelerator pedal opening during the operation of the electric vehicle 10, and sends a torque signal to the motor controllers 40 according to the vehicle torque demand. Each motor controller 40 controls the corresponding drive motor to output torque to drive the corresponding wheel according to the torque signal indication.

[0084] In one embodiment, each motor controller 40 may also be directly connected to the accelerator pedal and control the corresponding motor output torque according to the torque signal output by the accelerator pedal.

[0085] In one embodiment, each motor controller 40 uses a resolver sensor via a signal interface. The resolver sensor detects the rotational speed of the drive motor 30 controlled by the motor controller 40, and the motor controller 40 receives signals from the resolver sensor. The motor controller 40 can also generate a rotational speed signal based on the signals from the resolver sensor and send the rotational speed signal to the other three motor controllers 40. Similarly, each motor controller 40 also receives rotational speed signals from the other three motor controllers 40.

[0086] The resolver sensor can accurately detect the position, direction and speed of the motor rotor, and is responsible for monitoring and extracting the rotational speed of the drive motor. It has a high sampling rate and is directly connected to the motor controller 40, with a short signal transmission time and higher stability.

[0087] In one embodiment, the motor controller 40 also acquires vehicle signals from the vehicle controller 20 or other sensors of the electric vehicle 10 via a signal interface. The vehicle signals are used to indicate the speed, yaw rate, and tire pressure of each wheel of the electric vehicle 10.

[0088] The electric vehicle 10 also includes a rear-wheel steering system, which controls the steering angle of the rear wheels of the electric vehicle 10. The rear-wheel steering system can change the rotation angle and orientation of the two rear wheels, thereby effectively adjusting the vehicle's steering and handling characteristics through different steering methods. At low speeds, when the rear wheels are steered in the opposite direction to the front wheels, the turning radius can be reduced, improving the overall handling and agility of the vehicle. At higher speeds, when the rear wheels are steered in the same direction as the front wheels, the yaw moment generated by steering operations can be effectively reduced, enhancing vehicle stability.

[0089] Rear-wheel steering provides vehicles with greater control margins, improving handling and agility at low speeds while enhancing stability at high speeds and reducing the risk of loss of control.

[0090] The following is a detailed description of the tire blowout detection function of the vehicle controller 60 provided in this application embodiment.

[0091] like Figure 3 As shown, during the operation of the electric vehicle 10, vehicle sensors output vehicle signals, which indicate the vehicle speed, yaw rate, and tire pressure of each wheel of the electric vehicle 10. The vehicle controller 60 is connected to the vehicle sensor signals and obtains signals characterizing the vehicle's driving state, including vehicle speed, steering wheel angle, yaw rate, and tire pressure, from vehicle sensors, including but not limited to vehicle speed sensors, steering wheel angle sensors, inertial measurement unit (IMU) sensors, and tire pressure sensors.

[0092] The tire pressure of the wheel that blows out will suddenly drop, and due to the braking effect of the blowout, the rotational speed of the wheel that blows out or the corresponding drive motor speed will suddenly increase. Therefore, the vehicle controller 60 can detect the blowout of the vehicle based on the acquired vehicle status information.

[0093] In one possible embodiment, if the tire pressure of one front wheel is less than a pressure threshold and / or the increase in wheel speed of one front wheel is greater than the increase in wheel speed of other wheels within a preset time period, it is determined that a front wheel has blown out.

[0094] In one embodiment, the preset duration is less than or equal to the sampling period of the wheel speed sensor, where the resolver sensor period refers to the interval between two sampling times of the resolver sensor. In one embodiment, the preset duration is the time for signal interaction between controllers. In another embodiment, the preset duration is a period of time set as needed. A relatively short preset duration indicates that a tire blowout may have occurred when the rotational speed of the wheel experiencing the blowout increases rapidly while the rotational speeds of other wheels remain relatively constant.

[0095] In one possible embodiment, if the increase in the rotational speed of any one of the four drive motors within a preset time period is greater than the increase in the rotational speed of the other three drive motors, then it is determined that the corresponding wheel has experienced a tire blowout.

[0096] In one possible embodiment, if the yaw rate deviation of the electric vehicle 10 is greater than the yaw threshold, it is determined that a tire blowout has occurred.

[0097] The vehicle controller 60 can also detect and locate whether the electric vehicle 10 has experienced a tire blowout using other methods, which will not be elaborated here.

[0098] The tire blowout detection and control provided in this embodiment only activates when the speed of the electric vehicle 10 exceeds a preset speed. This is to avoid misjudgments when the electric vehicle 10 is accelerating from a standstill or traveling at low speeds, thereby improving the accuracy of tire blowout detection. For example, the preset speed can be 15 km / h or 20 km / h.

[0099] In one implementation, the vehicle controller 60 also needs to refer to the driving mode and gear position of the electric vehicle 10 to jointly determine the driving status of the vehicle as the enabling condition for tire blowout control.

[0100] In one embodiment, if the vehicle controller 60 detects a tire blowout while the electric vehicle 10 is in motion, it outputs a reminder or warning signal and the location information of the blown-out wheel to the driver via a display screen.

[0101] The following is a detailed description of the tire blowout control function of the vehicle controller 60 provided in the embodiments of this application.

[0102] In one embodiment, the vehicle controller 60 is used to control the rear wheel steering system to adjust the steering angle of the rear wheels after a front tire blowout occurs during the operation of the electric vehicle 10 at a speed greater than a preset speed.

[0103] When an electric vehicle experiences a tire blowout while in motion, the blown wheel will exhibit a blowout braking effect, causing a sudden increase in wheel speed and a veer in the vehicle's direction of travel. The vehicle will yaw towards the side of the blown-out wheel. To ensure the safety of the driver and the vehicle, the rear-wheel steering system can adjust the steering of the two rear wheels to generate a yaw control torque. This yaw control torque counteracts the yaw caused by the tire blowout, reducing the magnitude of the vehicle's yaw.

[0104] In one embodiment, the vehicle controller 60 is specifically used to control the rear wheel steering system to adjust the rear wheels to turn to the left after the left front tire of the electric vehicle 10 blows out while the vehicle speed of the electric vehicle 10 is greater than the preset speed.

[0105] In one embodiment, the vehicle controller 60 is specifically used to control the rear wheel steering system to adjust the rear wheels to turn to the right after the right front tire of the electric vehicle 10 blows out while the vehicle speed of the electric vehicle 10 is greater than the preset speed.

[0106] When the left front tire of electric vehicle 10 blows out, if the driver does not apply steering wheel control, electric vehicle 10 will generate a yaw moment to the left (counterclockwise relative to the vehicle). At this time, the vehicle controller controls the rear wheel steering system to turn to the left. The leftward steering of the rear wheels can generate a yaw control moment to the right (clockwise relative to the vehicle). The yaw moment and the yaw control moment cancel each other out, and the yaw amplitude of the electric vehicle is reduced.

[0107] When the right front tire of electric vehicle 10 blows out, if the driver does not apply steering wheel control, electric vehicle 10 will generate a yaw moment to the right (relative to clockwise rotation). At this time, the vehicle controller controls the rear wheel steering system to turn to the right. The rightward steering of the rear wheels will generate a yaw control moment to the left (relative to counterclockwise rotation). The yaw moment and the yaw control moment cancel each other out, reducing the yaw amplitude of the electric vehicle.

[0108] In one embodiment, the vehicle controller 60 is specifically configured to, when a front tire of the electric vehicle 10 blows out while the vehicle is traveling at a first speed, control the rear wheel steering system to adjust the rear wheel rotation to a first angle. When a front tire of the electric vehicle blows out while the vehicle is traveling at a second speed greater than the first speed, control the rear wheel steering system to adjust the rear wheel rotation to a second angle less than the first angle.

[0109] Both the first and second vehicle speeds are greater than the preset speeds, with the second speed being greater than the first. The higher the speed, the greater the risk of a tire blowout and the greater the impact on the vehicle's attitude and path. At this speed, the yaw control torque applied through steering also increases, further increasing the risk of loss of control. Therefore, the higher the speed, the smaller the steering angle controlled by the rear-wheel steering system for the rear wheels. When an electric vehicle experiences a tire blowout at the second speed, the rear-wheel steering system controls the rear wheels to rotate a second angle, which is smaller than the first angle.

[0110] According to the solution in this application, the yaw caused by tire blowout in electric vehicles is suppressed by adjusting the rear wheel steering angle, thereby quickly achieving vehicle stability control, effectively controlling the driving posture of electric vehicles when a tire blowout occurs, and improving vehicle safety.

[0111] In one embodiment, the vehicle controller 60 is configured to increase the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle 10 when a front tire of the electric vehicle 10 blows out while the vehicle speed of the electric vehicle 10 is greater than a preset speed.

[0112] For electric vehicles with multiple drive motors that drive the left and right rear wheels respectively, different drive torques can be generated by controlling one or both of the two drive motors on the left and right sides of the rear axle to work simultaneously. This allows for torque vector control of the two drive motors on the rear axle to generate additional yaw torque compensation, further reducing the overall vehicle yaw.

[0113] In one embodiment, the vehicle controller 60 is specifically used to control the driving torque of the left rear wheel to be greater than the driving torque of the right rear wheel after the left front wheel of the electric vehicle 10 blows out while the vehicle speed of the electric vehicle 10 is greater than the preset speed.

[0114] In one embodiment, the vehicle controller 60 is specifically used to control the driving torque of the right rear wheel to be greater than the driving torque of the left rear wheel after the right front tire of the electric vehicle 10 blows out while the electric vehicle 10 is traveling at a speed greater than a preset speed.

[0115] When the left front tire of an electric vehicle blows out, if the driver does not apply steering wheel control, the electric vehicle will generate a yaw moment to the left (counterclockwise relative to the vehicle). At this time, the vehicle controller controls the driving torque of the left rear wheel to be greater than that of the right rear wheel, so that the electric vehicle generates a yaw compensation moment to the right (clockwise relative to the vehicle), thereby further reducing the yaw.

[0116] When the right front tire of an electric vehicle blows out, if the driver does not apply steering wheel control, the electric vehicle will generate a yaw moment to the right (relative to clockwise). At this time, the vehicle controller controls the drive torque of the right rear wheel to be greater than that of the left rear wheel, so that the electric vehicle generates a yaw compensation moment to the left (relative to counterclockwise), thereby further reducing the yaw.

[0117] In one embodiment, the vehicle controller 60 is configured to, in response to the electric vehicle 10's yaw rate being greater than a preset angular velocity, after a front tire blowout occurs while the electric vehicle 10 is traveling at a speed greater than a preset speed, control the rear wheel steering system to increase the steering angle of the rear wheels or control the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle 10 to increase.

[0118] The vehicle controller 60 can calculate the preset speed required for stable vehicle operation based on vehicle speed and steering wheel angle information, and compare it with the yaw rate to obtain the difference, thereby obtaining the torque information required to control the vehicle's attitude. When the yaw rate is greater than the preset rate, the rear wheel steering system is controlled to increase the steering angle of the rear wheels and / or the difference between the drive torque of the left and right rear wheels of the electric vehicle is increased, thereby increasing the yaw control torque and / or yaw compensation torque to reduce vehicle yaw.

[0119] In one embodiment, controlling the increase of the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle includes controlling the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel to be adjusted to a preset difference, wherein the preset difference increases with the increase of the yaw rate of the electric vehicle 10, and the preset difference increases with the increase of the difference between the yaw rate of the electric vehicle 10 and the preset angular velocity.

[0120] The greater the yaw rate deviation caused by a tire blowout, the greater the yaw control torque required for blowout control, and the greater the torque differential output by the left and right drive motors.

[0121] In one embodiment, the steering angle of the rear wheels increases as the road surface adhesion coefficient decreases, and the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel decreases as the road surface adhesion coefficient decreases.

[0122] When driving on low-friction surfaces such as wet, slippery roads or snow-covered roads, the road adhesion coefficient and tire slip ratio should be used as additional input signals. These additional parameters are used to correct and adjust the yaw control torque and yaw compensation torque. On low-friction surfaces, the reference values ​​for the vehicle's yaw rate and steering gradient differ significantly from those on normal high-friction surfaces, requiring recalculation. Simultaneously, the tire's force characteristics and boundary characteristics change significantly on low-friction surfaces, leading to variations in the yaw control torque and rear-wheel steering threshold.

[0123] When the electric vehicle 10 experiences a front tire blowout while in motion, the vehicle controller 60 obtains vehicle driving and attitude information through sensor signals, and calculates the reference yaw rate required for the vehicle to maintain stable driving based on vehicle speed and steering wheel angle information. and steering gradient reference value Then, the yaw rate deviation and steering gradient deviation are calculated:

[0124] , .

[0125] The two deviation values ​​mentioned above are input as error quantities into the PI control system to obtain the required yaw control torque. and rear wheel steering angle .

[0126] Understandably, the higher the speed at which the electric vehicle 10 experiences a tire blowout, the greater the risk of the blowout and the greater the impact on the vehicle's attitude and path. The greater the yaw rate deviation caused by the blowout, the greater the yaw control torque required for blowout control, and the greater the torque differential output by the drive motor. The higher the speed of the electric vehicle 10, the lower the rear wheel steering angle threshold output by the rear wheel steering actuator.

[0127] See also Figure 3 In one possible embodiment, the vehicle controller 60 calculates the vehicle's current steering characteristics and the yaw control torque required for control based on the completion of tire blowout detection and tire blowout wheel positioning. If the front axle tire blowout indicator is activated, the rear axle drive motor torque control signal and rear wheel steering angle control signal are immediately obtained through the tire blowout control module and sent to the motor controller 40 and the rear wheel steering system, respectively. The drive motor and the rear wheel steering device then execute their respective control commands to control the vehicle.

[0128] In one embodiment, the vehicle controller 60 is further configured to, during the process of controlling the rear wheel steering system to adjust the steering angle of the rear wheels, reduce the steering angle of the rear wheels to zero in response to the deviation of the electric vehicle 10's driving path being less than an offset threshold or the speed of the electric vehicle 10 being less than a safety threshold.

[0129] In one embodiment, the vehicle controller 60 is further configured to, during the process of increasing the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle 10, reduce the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle 10 to zero in response to the fact that the deviation of the driving path of the electric vehicle 10 is less than an offset threshold or the speed of the electric vehicle is less than a safety threshold.

[0130] If, during the tire blowout control process, the vehicle's path deviation is detected to decrease below a threshold or the electric vehicle 10's speed decreases to a safe threshold, it indicates that the electric vehicle 10 is controllable or has entered a controllable speed threshold. The vehicle controller 60 can then gradually reduce the yaw control torque to exit the tire blowout control function, and the rear-wheel steering system gradually reduces the rear-wheel steering angle to 0. The vehicle controller 60 also reduces the torque differential between the left and right drive motors to 0.

[0131] According to the solution in this application, the rear-wheel steering function is fully utilized to adjust the vehicle's steering characteristics and driving posture based on the vehicle's driving status, thereby quickly achieving vehicle stability control, effectively controlling electric vehicles in the event of a tire blowout, and improving vehicle safety.

[0132] This application provides a control method for tire blowout control in electric vehicles.

[0133] This method can be applied to the electric vehicle 10 mentioned above.

[0134] The method includes: at a first moment, detecting a tire blowout in one front wheel of the electric vehicle 10, the tire pressure of the front wheel being less than a pressure threshold and / or the wheel speed increase of the front wheel being greater than the wheel speed increase of the other wheels within a preset time period. During a first time period following the first moment, controlling the rear-wheel steering system to adjust the steering angle of the rear wheels. At a second moment following the first time period, in response to the electric vehicle 10's travel path deviation being less than an offset threshold or the electric vehicle's speed being less than a safety threshold, controlling the steering system to reduce the rear-wheel steering angle to zero.

[0135] In one embodiment, the control method further includes increasing the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle 10 during a first time period after the first time period. During the first time period or at a second time period after the first time period, in response to the electric vehicle 10's travel path deviation being less than an offset threshold or the electric vehicle 10's speed being less than a safety threshold, the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle 10 is reduced to zero.

[0136] In one embodiment, the control method specifically includes, within a first time period after a first moment, responding to the electric vehicle 10's yaw rate being greater than a preset angular velocity, controlling the rear wheel steering system to adjust the rear wheel rotation angle by a preset angle, or controlling the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle 10 to adjust to a preset difference. The preset angle decreases as the speed of the electric vehicle 10 increases, the preset difference increases as the yaw rate of the electric vehicle increases, and the preset difference increases as the difference between the yaw rate of the electric vehicle 10 and the preset angular velocity increases.

[0137] like Figure 4As shown, when the electric vehicle 10 is traveling at a speed greater than a preset speed, a tire blowout detection is initiated. When a tire blowout is detected in the electric vehicle 10, and the location of the blowout is determined to be a wheel on the front axle, the tire blowout control function provided in this application is enabled.

[0138] The vehicle controller 60 performs rear wheel steering control and rear axle motor torque control based on vehicle driving information acquired by sensors, adjusts the steering angle of the rear wheels, and controls the torque difference between the two drive motors on the rear axle.

[0139] If the vehicle controller 60 detects that the vehicle's driving path deviation has decreased to below the threshold or the vehicle speed has decreased to within the safe and controllable speed threshold during the tire blowout control enable process, it will gradually reduce the yaw control torque to exit the tire blowout control function, gradually reduce the torque difference between the left and right drive motors to 0, and the rear wheel steering controller will also gradually reduce the rear wheel steering angle to 0.

[0140] For example, front tire blowout control is achieved by rear-wheel steering, such as... Figure 5 As shown, when the right front tire 52 of the electric vehicle 10 blows out while it is in motion, the rear wheels can still maintain good handling characteristics. At this time, the vehicle controller 60 can obtain the yaw rate information of the whole vehicle from the sensors and operate the rear wheels to steer to generate yaw compensation torque to counteract the vehicle yaw caused by the tire blowout.

[0141] A tire blowout on the right front wheel 52 caused the electric vehicle to sway to the right. After the vehicle controller 60 detected the swaying of the electric vehicle 10 to the right, it controlled the left rear wheel 53 and the right rear wheel 54 to steer to the right, generating a yaw control torque to reduce the yaw amplitude and achieve vehicle stability control.

[0142] For example, rear-wheel steering combined with torque vectoring control can be used to control front-wheel tire blowouts, such as... Figure 6 As shown, when the right front tire 52 of the electric vehicle 10 blows out while it is in motion, the vehicle controller 60 can obtain the vehicle's yaw rate information from the sensors and operate the rear wheels to steer, generating a yaw compensation torque to counteract the vehicle yaw caused by the tire blowout. At the same time, by using torque vector control of the two rear axle motors to apply additional yaw compensation torque, the overall vehicle yaw is further reduced, maintaining vehicle stability.

[0143] According to the solution in this application, the yaw caused by tire blowout in electric vehicles is suppressed by adjusting the steering angle of the rear wheels. At the same time, the torque output of the two drive motors on the rear axle is adjusted to generate additional yaw compensation torque through torque vector control, thereby further reducing the overall vehicle yaw and quickly achieving vehicle stability control. This effectively controls the driving posture of the electric vehicle when a tire blowout occurs, thus improving vehicle safety.

[0144] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle controller for tire blowout control, characterized in that, The vehicle controller is applied to an electric vehicle, which includes a rear-wheel steering system for controlling the steering angle of the rear wheels of the electric vehicle. The vehicle controller is used for: If a front tire of the electric vehicle blows out while the vehicle is traveling at a speed exceeding a preset speed, the rear wheel steering system is controlled to increase the steering angle of the rear wheels, and the difference between the drive torque of the left and right rear wheels is increased. The steering angle of the rear wheel increases as the road surface adhesion coefficient decreases, and the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel decreases as the road surface adhesion coefficient decreases.

2. The vehicle controller according to claim 1, characterized in that, The vehicle controller is specifically used for: If the left front tire of the electric vehicle blows out while the vehicle speed is greater than the preset speed, the rear wheel steering system is controlled to adjust the rear wheel to turn to the left.

3. The vehicle controller according to claim 1 or 2, characterized in that, The vehicle controller is specifically used for: If the right front tire of the electric vehicle blows out while the vehicle is traveling at a speed greater than a preset speed, the rear wheel steering system is controlled to adjust the rear wheel to turn to the right.

4. The vehicle controller according to claim 2, characterized in that, The vehicle controller is specifically used for: If a front tire of the electric vehicle blows out while the electric vehicle is traveling at a first speed, the rear wheel steering system is controlled to adjust the rear wheel to rotate at a first angle. If a front tire of the electric vehicle blows out while the vehicle is traveling at a second speed greater than the first speed, the rear wheel steering system is controlled to adjust the rear wheel to rotate at a second angle less than the first angle.

5. The vehicle controller according to claim 1, characterized in that, The vehicle controller is specifically used for: If the left front tire of the electric vehicle blows out while the vehicle is traveling at a speed greater than a preset speed, the driving torque of the left rear wheel is controlled to be greater than that of the right rear wheel.

6. The vehicle controller according to claim 1, characterized in that, The vehicle controller is specifically used for: If the right front tire of the electric vehicle blows out while the vehicle is traveling at a speed greater than a preset speed, the driving torque of the right rear wheel is controlled to be greater than that of the left rear wheel.

7. The vehicle controller according to claim 1, characterized in that, The vehicle controller is used for: When the electric vehicle is traveling at a speed greater than a preset speed, and one of the front tires of the electric vehicle blows out, in response to the yaw rate of the electric vehicle being greater than the preset yaw rate, the rear wheel steering system is controlled to increase the steering angle of the rear wheels, and the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel of the electric vehicle is controlled to increase.

8. The vehicle controller according to claim 7, characterized in that, The increase in the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle includes: The difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel is adjusted to a preset difference value, wherein the preset difference value increases as the yaw rate of the electric vehicle increases, and the preset difference value increases as the difference between the yaw rate of the electric vehicle and the preset angular velocity increases.

9. The vehicle controller according to claim 1, characterized in that, The situation described includes the following: When the electric vehicle is traveling at a speed greater than a preset speed, and one of its front tires blows out, the following occurs: During the operation of the electric vehicle at a speed greater than a preset speed, the tire pressure of one front wheel is less than a pressure threshold and / or the increase in wheel speed of one front wheel is greater than the increase in wheel speed of other wheels within a preset time period.

10. The vehicle controller according to claim 1, characterized in that, The vehicle controller is also used for: During the process of controlling the rear wheel steering system to adjust the steering angle of the rear wheels, in response to the electric vehicle's travel path deviation being less than an offset threshold or the electric vehicle's speed being less than a safety threshold, the rear wheel steering system is controlled to reduce the steering angle of the rear wheels to zero.

11. The vehicle controller according to claim 1, characterized in that, The vehicle controller is also used for: During the process of increasing the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel of the electric vehicle, in response to the electric vehicle's driving path deviation being less than an offset threshold or the electric vehicle's speed being less than a safety threshold, the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel of the electric vehicle is reduced to zero.

12. A control method for tire blowout control in electric vehicles, characterized in that, The control method is used to control the rear-wheel steering system of the electric vehicle after a tire blowout occurs in one of its front wheels while the vehicle is traveling at a speed greater than a preset speed. The control method includes: At the first moment, a tire blowout is detected in one of the front wheels of the electric vehicle, the tire pressure of the front wheel is less than a pressure threshold and / or the increase in wheel speed of the front wheel is greater than the increase in wheel speed of other wheels within a preset time period; During the first time period after the first moment, the rear wheel steering system is controlled to increase the steering angle of the rear wheels, and the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel of the electric vehicle is controlled to increase. The steering angle of the rear wheels increases as the road surface adhesion coefficient decreases, and the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel decreases as the road surface adhesion coefficient decreases. During the first time period or at a second time after the first time period, in response to the electric vehicle's travel path deviation being less than an offset threshold or the electric vehicle's speed being less than a safety threshold, the steering system is controlled to reduce the steering angle of the rear wheels to zero.

13. The control method according to claim 12, characterized in that, The control method further includes: During the first time period or at a second time after the first time period, in response to the electric vehicle's driving path deviation being less than an offset threshold or the electric vehicle's speed being less than a safety threshold, the difference between the driving torque of the left rear wheel and the driving torque of the right rear wheel of the electric vehicle is controlled to be reduced to zero.

14. The control method according to claim 12, characterized in that, The control method specifically includes: During a first time period following the first moment, in response to the yaw rate of the electric vehicle being greater than a preset angular velocity, the rear-wheel steering system is controlled to adjust the rear wheels to rotate by a preset angle, and the difference between the drive torque of the left rear wheel and the drive torque of the right rear wheel of the electric vehicle is adjusted to a preset difference; wherein, The preset angle decreases as the speed of the electric vehicle increases, the preset difference increases as the yaw rate of the electric vehicle increases, and the preset difference increases as the difference between the yaw rate of the electric vehicle and the preset angular velocity increases.

15. An electric vehicle, characterized in that, The electric vehicle includes a vehicle controller and a vehicle sensor as described in any one of claims 1-11, the vehicle sensor being used to output vehicle signals, the vehicle signals being used to indicate the vehicle speed, yaw rate, and tire pressure of each wheel of the electric vehicle.

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