Vehicle control method, control system and vehicle

Abstract

The invention provides a vehicle control method and system and a vehicle. The control method of the vehicle comprises the steps that under the condition that tires of a rear axle of the vehicle burst, tire burst parameters used for representing the tire burst condition are obtained; current pedal states of an accelerator pedal and a brake pedal in the vehicle are obtained; and the axle torque and the axle braking force of the vehicle are controlled in combination with the tire burst parameters and the current pedal state. Therefore, under the condition that the rear axle tires of the vehicle are punctured, the vehicle axle torque and the axle braking force are controlled in combination with the tire burst parameters for representing the current tire burst condition and the current states of the accelerator pedal and the brake pedal, and meanwhile, the actual tire burst condition and the action condition of a driver are considered; and the vehicle control accuracy under the condition of vehicle rear axle tire burst can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle control method, a control system and a vehicle. Background Art

[0002] When the vehicle is not traveling at a low speed, a tire blowout will cause a serious safety risk. In order to improve the stability and driving safety of the vehicle in the event of a rear tire blowout, a vehicle control method is provided in the related art. When a rear axle tire blows out, the braking torque and driving torque of the tire that has blown out are transferred to the non-blown front axle tire, thereby reducing the longitudinal force of the tire that has blown out, increasing the lateral force, and making the vehicle body more stable. Corresponding to different actual situations, the related technologies all use the same control strategy, resulting in the vehicle control process after the rear axle tire of the vehicle blows out not accurately meeting the current actual control requirements. Summary of the invention

[0003] The present application provides a vehicle control method, a control system and a vehicle, so as to improve the accuracy of the vehicle control process after a tire on a rear axle of the vehicle bursts.

[0004] The present application provides a vehicle control method, comprising: obtaining a tire burst parameter for characterizing the tire burst when a tire on a rear axle of the vehicle bursts; obtaining the current pedal states of an accelerator pedal and a brake pedal in the vehicle; determining a front axle torque and a rear axle torque according to the current pedal state of the accelerator pedal; the current pedal state includes whether the accelerator pedal is depressed and an activity parameter of the accelerator pedal when the accelerator pedal is depressed; determining a rear axle braking force according to the current pedal state of the brake pedal and the tire burst parameter; and controlling the vehicle according to the front axle torque, the rear axle torque and the rear axle braking force;

[0005] The method of determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal includes: when the current pedal state of the accelerator pedal is a pressed state, limiting the rear axle torque and determining the front axle torque according to the activity parameter of the accelerator pedal;

[0006] The tire burst parameter includes a lateral motion parameter of a tire on a rear axle of the vehicle; determining the front axle torque according to the activity parameter of the accelerator pedal includes: determining the front axle torque according to the lateral motion parameter and the activity parameter of the accelerator pedal;

[0007] The activity parameters include the number of times the accelerator pedal is pressed within a set time period and the duration of the pressing; the front axle torque is determined based on the lateral motion parameters and the activity parameters of the accelerator pedal, including: determining whether the vehicle is stable after a tire blowout based on the lateral motion parameters; when the vehicle is unstable, determining that the front axle torque maintains the original front axle torque; when the vehicle is stable, if the accelerator pedal is pressed once within the set time period and the duration of the pressing is less than a duration threshold, determining that the front axle torque maintains the original front axle torque; when the vehicle is stable, if the accelerator pedal is pressed multiple times within the set time period, or the duration of the pressing is greater than or equal to the duration threshold, determining the front axle torque based on the torque demand corresponding to the pedal stroke of the accelerator pedal.

[0008] Optionally, the lateral motion parameters include yaw angular velocity, and determining whether the vehicle is stable after a tire blowout according to the lateral motion parameters includes: when the yaw angular velocity is less than or equal to an angular velocity threshold, determining that the vehicle is stable; or, the lateral parameters include slip rate, and determining whether the vehicle is stable after a tire blowout according to the lateral motion parameters includes: when the slip rate is less than or equal to a first slip rate threshold, determining that the vehicle is stable; or, the lateral parameters include yaw angular velocity and slip rate, and determining whether the vehicle is stable after a tire blowout according to the lateral motion parameters includes: when the yaw angular velocity is less than or equal to the angular velocity threshold and the slip rate is less than or equal to the first slip rate threshold, determining that the vehicle is stable.

[0009] Optionally, the rear axle braking force is determined according to the current pedal state of the brake pedal and the tire blowout parameters, including: determining the first braking force according to the tire blowout parameters; determining the second braking force according to the current pedal state of the brake pedal; and determining the smaller of the first braking force and the second braking force as the rear axle braking force.

[0010] Optionally, the tire blowout parameters include: a pressure reduction rate of the tire where the blowout occurs, the vehicle speed and the yaw angular velocity of the rear axle tire; determining the first braking force based on the tire blowout parameters includes: determining the first braking force based on the pressure reduction rate, the vehicle speed and the yaw angular velocity; wherein the first braking force is negatively correlated with the pressure reduction rate, the first braking force is negatively correlated with the vehicle speed, and the first braking force is negatively correlated with the yaw angular velocity of the rear axle tire.

[0011] Optionally, the tire blowout parameters include slip rate; the current pedal state of the brake pedal includes pedal stroke; determining the second braking force according to the current pedal state of the brake pedal includes: when the slip rate is greater than or equal to a second slip rate threshold, determining the second initial braking force according to the pedal stroke of the brake pedal, and determining the second limited braking force according to the pedal stroke of the brake pedal and a set braking force limitation rule; determining the smaller of the first braking force and the second braking force as the rear axle braking force, includes: determining the smallest of the first braking force, the second initial braking force and the second limited braking force as the rear axle braking force.

[0012] The present application provides a vehicle control system, including one or more processors, for implementing the aforementioned vehicle control method.

[0013] The present application provides a vehicle, comprising: a sensing system, for sending a tire burst signal and a tire burst parameter for characterizing the tire burst situation when a tire on a rear axle of the vehicle bursts; an accelerator pedal; an accelerator pedal sensor, electrically connected to the accelerator pedal, for obtaining a current pedal state of the accelerator pedal; a brake pedal; a brake pedal sensor, electrically connected to the brake pedal, for obtaining a current pedal state of the brake pedal; a control system, electrically connected to the sensing system, the accelerator pedal sensor and the brake pedal sensor, for determining a front axle torque and a rear axle torque according to the current pedal state of the accelerator pedal after receiving the tire burst signal; the current pedal state includes whether the accelerator pedal is depressed, and an activity parameter of the accelerator pedal when depressed; determining a rear axle braking force according to the current pedal state of the brake pedal and the tire burst parameter; and controlling the vehicle according to the front axle torque, the rear axle torque and the rear axle braking force;

[0014] The method of determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal includes: when the current pedal state of the accelerator pedal is a pressed state, limiting the rear axle torque and determining the front axle torque according to the activity parameter of the accelerator pedal;

[0015] The tire burst parameter includes a lateral motion parameter of a tire on a rear axle of the vehicle; determining the front axle torque according to the activity parameter of the accelerator pedal includes: determining the front axle torque according to the lateral motion parameter and the activity parameter of the accelerator pedal;

[0016] The activity parameters include the number of times the accelerator pedal is pressed within a set time period and the duration of the pressing; the front axle torque is determined based on the lateral motion parameters and the activity parameters of the accelerator pedal, including: determining whether the vehicle is stable after a tire blowout based on the lateral motion parameters; when the vehicle is unstable, determining that the front axle torque maintains the original front axle torque; when the vehicle is stable, if the accelerator pedal is pressed once within the set time period and the duration of the pressing is less than a duration threshold, determining that the front axle torque maintains the original front axle torque; when the vehicle is stable, if the accelerator pedal is pressed multiple times within the set time period, or the duration of the pressing is greater than or equal to the duration threshold, determining the front axle torque based on the torque demand corresponding to the pedal stroke of the accelerator pedal.

[0017] By adopting the vehicle control method, control system and vehicle provided by the present application, when a tire on the rear axle of the vehicle blew, the vehicle's axle torque and axle braking force were controlled by combining the tire blew parameters used to characterize the current tire blew situation and the current states of the accelerator pedal and the brake pedal, and the actual tire blew situation and the driver's action were taken into account, which was conducive to improving the vehicle control accuracy when the rear axle tire of the vehicle blew. In addition, compared with the method of directly transferring the axle torque and axle braking force of the tire with a tire blew to other tires, the control method provided by the present application is not likely to cause the axle torque and axle braking force of the front axle to increase rapidly in a short period of time, resulting in vehicle instability, which is conducive to maintaining vehicle stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic diagram of the architecture of a vehicle provided by an embodiment of the present application;

[0019] Figure 2 is a schematic diagram of a control system of a vehicle provided by an embodiment of the present application;

[0020] Figure 3 is a schematic diagram of a vehicle control method provided by an embodiment of the present application;

[0021] Figure 4 is a schematic diagram of a vehicle control method provided by another embodiment of the present application;

[0022] Figure 5 It is a schematic diagram of a vehicle control method provided by another embodiment of the present application.

[0023] Reference numerals:

[0024] 1: Vehicle; 10: Sensing system; 20: Accelerator pedal; 21: Accelerator pedal sensor; 30: Brake pedal; 31: Brake pedal sensor; 40: Control system; 401: Vehicle operation status control system; 402: Vehicle stability control system; 421: Braking force distribution system; 51: Front axle motor; 52: Rear axle motor; 53: Rear axle brake actuator. DETAILED DESCRIPTION

[0025] Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings.

[0026] Combination Figure 1 As shown, an embodiment of the present application provides a vehicle 1, including a sensing system 10, an accelerator pedal 20, an accelerator pedal sensor 21 electrically connected to the accelerator pedal 20, a brake pedal 30, a brake pedal sensor 31 electrically connected to the brake pedal 30, and a control system 40 electrically connected to the sensing system 10, the accelerator pedal sensor 21 and the brake pedal sensor 31.

[0027] The sensing system 10 is used to send a tire blowout signal and a tire blowout parameter for characterizing the tire blowout situation when a tire blowout occurs on the rear axle tire of the vehicle 1. Specifically, the sensing system 10 includes a tire blowout sensor. The tire blowout sensor can be arranged at the rear axle tire of the vehicle 1 to monitor whether the tire blowout occurs, and to send a tire blowout signal and a tire blowout parameter when a tire blowout occurs. A left rear tire blowout sensor is arranged corresponding to the left rear tire, and a right rear tire blowout sensor is arranged corresponding to the right rear tire. The tire blowout parameter sent by the tire blowout sensor includes a tire blowout process parameter for directly reflecting the tire blowout process, specifically the pressure reduction rate of the tire that has a tire blowout. In some embodiments, the pressure reduction rate can be reflected by dividing the levels. The greater the pressure reduction rate, the higher the corresponding tire blowout level. This is conducive to saving computing power. The sensing system 10 also includes a motion sensor for reflecting the movement of the vehicle 1 after the rear axle tire of the vehicle 1 blows out. That is, the tire blowout parameter includes the motion parameter of the vehicle 1 after the tire blowout occurs. This can reflect the impact of the tire blowout on the movement of the vehicle 1, thereby more comprehensively reflecting the current tire blowout situation.

[0028] The accelerator pedal sensor 21 is used to obtain the current pedal state of the accelerator pedal 20. The current pedal state of the brake pedal 30 includes whether the accelerator pedal 20 is pressed, that is, whether the current driver has pressed it. Furthermore, when the accelerator pedal 20 is stepped on, in some embodiments, the current pedal state also includes the pedal stroke of the accelerator pedal 20 to reflect the acceleration demand. In some embodiments, the current pedal state of the accelerator pedal 20 also includes the activity parameters of the accelerator pedal 20. Specifically, the activity parameters include the number of times the accelerator pedal 20 is stepped on within a set time and the duration of the pressing state. According to the activity parameters, it is possible to distinguish between the situation where the driver accidentally steps on the accelerator pedal 20 and the actual acceleration demand, thereby determining the actual demand for the torque of the vehicle 1.

[0029] The brake pedal sensor 31 is used to obtain the current pedal state of the brake pedal 30. The current pedal state of the brake pedal 30 includes whether the brake pedal 30 is pressed. Further, when the brake pedal 30 is pressed, in some embodiments, the current pedal state of the brake pedal 30 includes the pedal travel of the brake pedal 30 to reflect the braking demand.

[0030] The control system 40 is used to control the shaft torque and shaft braking force of the vehicle 1 in combination with the tire blowout parameters and the current pedal state after receiving the tire blowout signal. The tire blowout signal here is sent by the tire blowout sensor in the aforementioned sensing system 10 to indicate that the current vehicle 1 has a tire blowout, thereby triggering the control logic of the vehicle 1 in the case of a tire blowout.

[0031] Here, the control system 40 is further described. Figure 2As shown, the embodiment of the present application provides a control system 40 of a vehicle 1. The vehicle 1 further includes a front axle motor 51, a rear axle motor 52, and a rear axle brake actuator 53.

[0032] The control system 40 includes an electrically connected vehicle operation state control system 401 and a vehicle stability control system 402. Among them, the vehicle operation state control system 401 is electrically connected to the front axle motor 51 and the rear axle motor 52, and the vehicle 1 operation control system 40 is used to determine and output the front axle torque to the front axle motor 51 and the rear axle torque to the rear axle motor 52. The vehicle stability control system 402 is electrically connected to the rear axle brake actuator 53, and is used to determine and output the rear axle torque to the rear axle brake actuator 53. The vehicle stability control system 402 includes a braking force distribution system 421, which is triggered under set conditions and limits the braking force according to the set braking force limitation rules. Specifically, in some embodiments, the braking force distribution system 421 is used to limit the braking force according to the set braking force limitation rules when the slip rate of the rear axle tire of the vehicle 1 is greater than or equal to the second slip rate threshold.

[0033] Corresponding to the aforementioned vehicle, combined Figure 3 As shown, an embodiment of the present application provides a vehicle control method, including steps S11 to S13.

[0034] Step S11, when a tire on the rear axle of the vehicle bursts, obtaining a tire burst parameter for characterizing the tire burst situation.

[0035] Step S12, obtaining the current pedal states of the accelerator pedal and the brake pedal in the vehicle.

[0036] Step S13, controlling the axle torque and axle braking force of the vehicle in combination with the tire blowout parameters and the current pedal state.

[0037] By adopting the control method provided in the embodiment of the present application, when a tire on the rear axle of the vehicle bursts, the vehicle axle torque and axle braking force are controlled by combining the tire burst parameters used to characterize the current tire burst situation and the current states of the accelerator pedal and the brake pedal. At the same time, the actual tire burst situation and the driver's actions are taken into account, which is beneficial to improving the vehicle control accuracy when the vehicle's rear axle tire bursts.

[0038] In addition, compared with the method of directly transferring the axial torque and axial braking force of the tire with a flat tire to other tires, the control method provided in the present application is less likely to cause the axial torque and axial braking force of the front axle to increase rapidly in a short period of time, resulting in vehicle instability, which is conducive to maintaining vehicle stability.

[0039] It should be noted here that the present application does not limit the execution order of the process of obtaining the tire blowout parameter in step S11 and the process of obtaining the current pedal state in step S12.

[0040] In some embodiments, in combination Figure 4 As shown, step S13, combining the tire blowout parameters and the current pedal state to control the shaft torque and shaft braking force of the vehicle, includes steps S131 to S133.

[0041] Step S131, determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal.

[0042] Step S132, determining the rear axle braking force according to the current pedal state of the brake pedal and the tire blowout parameter.

[0043] Step S133, controlling the vehicle according to the front axle torque, the rear axle torque and the rear axle braking force.

[0044] It should be noted here that there is no restriction on the execution order between step S131 and step S132.

[0045] Specifically, in some embodiments, the current pedal state includes whether the accelerator pedal is pressed, and the activity parameters of the accelerator pedal when it is pressed. Determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal includes: when the current pedal state of the accelerator pedal is a pressed state, limiting the rear axle torque, and determining the front axle torque according to the activity parameters of the accelerator pedal. Here, limiting the rear axle torque specifically means limiting the rear axle torque to a range less than or equal to the set torque. Further, in some embodiments, limiting the rear axle torque includes determining that the rear axle torque output is 0. After the rear axle tire of the vehicle has a puncture, limiting the rear axle torque can avoid the situation where the rear axle tire loses grip due to excessive rear axle torque and thus causes the vehicle to skid, which is conducive to improving the stability of the vehicle after a puncture and reducing safety risks. In at least part of the implementation process, the vehicle operation state control system in the control system determines the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal.

[0046] More specifically, in some embodiments, the activity parameters of the accelerator pedal include the number of times the accelerator pedal is pressed within a set time and the duration of the pressing. The front axle torque is determined based on the activity parameters of the accelerator pedal, including: when the accelerator pedal is pressed once within the set time and the duration of the pressing is less than the duration threshold, the front axle torque is determined to maintain the original front axle torque; when the accelerator pedal is pressed multiple times within the set time or the duration of the pressing is greater than or equal to the duration threshold, the front axle torque is determined based on the torque demand corresponding to the pedal stroke of the accelerator pedal. That is, when the accelerator pedal is detected to be pressed, the rear axle torque is limited, and then whether the acceleration demand needs to be executed is determined based on the specific activity parameters of the accelerator pedal. If the accelerator pedal is only pressed once, and the duration of the accelerator pedal being pressed is less than the duration threshold, the pressing action is considered to be a false trigger made by the driver, and does not respond to the acceleration demand, and still maintains the existing front axle torque; if the accelerator pedal is pressed more than or equal to 2 times, or the duration of a single press is greater than or equal to the duration threshold, it is determined that the pressing action is not a false trigger, and the user currently has a vehicle acceleration demand, so the acceleration action is responded to and the front axle torque is re-determined to achieve vehicle acceleration. As an example, the duration threshold here can be set to 2S. By setting whether the number of presses is once and whether the duration of the press is less than the duration threshold, it is possible to distinguish between the two situations of whether the driver's action of pressing the accelerator pedal is a false press or an expression of acceleration demand, thereby accurately determining the user's actual driving needs, achieving accurate control of the vehicle, and reducing safety risks.

[0047] Here, the specific execution process of determining the front axle torque according to the torque demand corresponding to the pedal stroke of the accelerator pedal is to determine the total torque demand corresponding to the pedal stroke of the accelerator pedal, distribute the total torque demand to the front and rear axles, configure the front axle torque according to the distribution result, and do not execute the rear axle torque, and limit the rear axle torque to 0. In at least some embodiments, the process of determining the total torque demand corresponding to the pedal stroke of the accelerator pedal and the process of distributing the total torque demand to the front and rear axles are the same as the process in conventional driving. In other embodiments, the total torque demand determination and distribution logic in the case of a tire blowout can also be separately limited. No further limitations are made here.

[0048] In some embodiments, the tire blowout parameter includes a lateral motion parameter of the rear axle tire of the vehicle. Determining the front axle torque according to the activity parameter of the accelerator pedal includes: determining the front axle torque according to the lateral motion parameter and the activity parameter of the accelerator pedal. Considering that in actual applications, the tire blowout process and the impact of the tire blowout on the vehicle are different, the front axle torque is determined here in combination with the lateral motion parameter of the rear axle tire of the vehicle after the tire blowout occurs and the activity parameter of the accelerator pedal, thereby reflecting the different control of the front axle torque of the vehicle under different impacts of the tire blowout on the vehicle, so as to improve the control accuracy and vehicle driving safety.

[0049] Specifically, in some embodiments, the activity parameter includes the number of times the accelerator pedal is pressed within a set time and the duration of the pressing. The front axle torque is determined according to the lateral motion parameter and the activity parameter of the accelerator pedal, including: determining whether the vehicle is stable after a tire blowout according to the lateral motion parameter; in the case of an unstable vehicle, determining that the front axle torque maintains the original front axle torque; in the case of a stable vehicle, if the number of times the accelerator pedal is pressed within a set time is once and the duration of the pressing is less than the duration threshold, determining that the front axle torque maintains the original front axle torque. In the case of a stable vehicle, if the number of times the accelerator pedal is pressed within a set time is multiple times, or the duration of the pressing is greater than or equal to the duration threshold, the front axle torque is determined according to the torque demand corresponding to the pedal stroke of the accelerator pedal. After the rear axle tire blowout, the deviation of the vehicle in lateral motion is one of the greatest safety risks caused by the rear axle tire blowout, and the increase in the front axle torque is likely to further increase the safety risk. Here, the stability judgment based on the lateral motion parameter can more accurately reflect the stability of the vehicle. Not responding to the acceleration demand when the vehicle is unstable can avoid further instability of the vehicle and reduce safety risks. In response to acceleration demand when the vehicle is stable, the vehicle is controlled according to the actual needs of the user while ensuring safety, thus achieving a balance between safety and response to user needs.

[0050] In some embodiments, the lateral motion parameter includes the yaw rate, and determining whether the vehicle is stable after a tire blowout according to the lateral motion parameter includes: when the yaw rate is less than or equal to the angular velocity threshold, determining that the vehicle is stable. In some embodiments, the lateral parameter includes the slip rate, and determining whether the vehicle is stable after a tire blowout according to the lateral motion parameter includes: when the slip rate is less than or equal to the first slip rate threshold, determining that the vehicle is stable. In some embodiments, the lateral parameter includes the yaw rate and the slip rate, and determining whether the vehicle is stable after a tire blowout according to the lateral motion parameter includes: when the yaw rate is less than or equal to the angular velocity threshold, and the slip rate is less than or equal to the first slip rate threshold, determining that the vehicle is stable. In this way, the stability of the current vehicle can be accurately judged. It should be noted here that in the process of determining the value of the slip rate, as long as the slip rate of any rear axle tire is greater than the first slip rate threshold, the vehicle is considered unstable. The vehicle is determined to be stable only when the slip rates of both rear axle tires are less than or equal to the first slip rate threshold.

[0051] In some embodiments, in combination Figure 5 As shown, the aforementioned step S132 determines the rear axle braking force according to the current pedal state of the brake pedal and the tire blowout parameters, including steps S1321 to S1323.

[0052] Step S1321, determining a first braking force according to tire blowout parameters.

[0053] Step S1322, determining the second braking force according to the current pedal state of the brake pedal.

[0054] The first braking force and the second braking force here are both braking forces for controlling the rear axle.

[0055] Step S1323: determine the smaller of the first braking force and the second braking force as the rear axle braking force.

[0056] In the event of a tire blowout, a smaller rear axle braking force is helpful in maintaining vehicle stability. After determining the braking force based on the tire blowout parameters and the current state of the brake pedal, selecting a smaller braking force is helpful in maintaining vehicle stability, while ensuring that the braking force is consistent with the current actual needs, thereby improving control accuracy. Figure 5 This is just an example. In actual application, there is no restriction on the execution order between step S1321 and step S1322.

[0057] In some embodiments, when the tire burst parameters include the pressure reduction rate of the tire where the tire burst occurs, the speed of the vehicle, and the yaw angular velocity of the rear axle tire, determining the first braking force according to the tire burst parameters includes: determining the first braking force according to the pressure reduction rate, the speed, and the yaw angular velocity. Among them, the first braking force is negatively correlated with the pressure reduction rate, the first braking force is negatively correlated with the speed, and the first braking force is negatively correlated with the yaw angular velocity of the rear axle tire. The greater the pressure reduction rate of the tire where the tire burst occurs, the faster the speed of the tire burst is. The significant change in the tire pressure speed in a short period of time is more likely to cause vehicle instability, resulting in greater safety risks. The higher the speed of the vehicle and the greater the angular velocity of the rear axle tire, the greater the impact of the tire burst on the stability of the vehicle. In this case, using a smaller braking force is conducive to improving vehicle stability, reducing safety risks, and improving driving safety. In the application, the corresponding relationship between the pressure reduction rate, the speed, the yaw angular velocity, and the braking force is determined in advance, and the braking force is determined according to the pressure reduction rate, the speed, and the yaw angular velocity currently detected as the first braking force.

[0058] Here, an example is used to further illustrate the execution subject in the process of determining the rear axle braking force. The vehicle operation state control system is used to receive tire blowout parameters including pressure reduction rate, vehicle speed and yaw angular velocity, and determine the first braking force for controlling the rear axle according to the tire blowout parameters. The vehicle stability control system is used to receive the current pedal state of the brake pedal, and determine the second braking force for controlling the rear axle according to the current pedal state. The vehicle stability control system receives the first braking force, compares the first braking force and the second braking force, determines the smaller value, and outputs the smaller value to the rear axle brake actuator to achieve final control.

[0059] Here, the determination method of the front axle braking force is explained. In the process of determining the aforementioned first braking force and the second braking force, the process of distributing the braking force of the front axle and the rear axle is included. Only after the distribution can the aforementioned first braking force and the second braking force for controlling the rear axle be determined. It can be understood that in the distribution process, the braking force for controlling the front axle corresponding to the first braking force and the second braking force respectively can also be obtained. In some embodiments, the front axle braking force for achieving control corresponds to the rear axle braking force for achieving final control. For example, if the rear axle control is finally achieved with the first braking force, the front axle control is achieved with the braking force for controlling the front axle determined in the process of distributing the first braking force; if the rear axle control is finally achieved with the second braking force, the front axle control is achieved with the braking force for controlling the front axle determined in the process of distributing the second braking force. At this time, it is equivalent to determining the rear axle braking force and the front axle braking force according to the current pedal state of the brake pedal and the tire burst parameter, and after the rear axle braking force is determined first, the front axle braking force corresponding to the rear axle braking force is determined to achieve final control. In this way, the synchronous change of the front axle braking force and the rear axle braking force is achieved, which is conducive to maintaining the stability of the vehicle. In some embodiments, the front axle braking force is maintained unchanged, which is equivalent to relying on the rear axle braking force control to achieve vehicle stability maintenance, and the front axle braking force is not controlled, which is conducive to improving vehicle stability while simplifying the control logic.

[0060] In some embodiments, the tire blowout parameter includes a slip ratio. The current pedal state of the brake pedal includes a pedal stroke; determining the second braking force according to the current pedal state of the brake pedal includes: when the slip ratio is greater than or equal to the second slip ratio threshold, determining the second initial braking force according to the pedal stroke of the brake pedal, and determining the second limited braking force according to the pedal stroke of the brake pedal and the set braking force limitation rule. Determining the smaller of the first braking force and the second braking force as the rear axle braking force includes: determining the smallest of the first braking force, the second initial braking force, and the second limited braking force as the rear axle braking force. In this way, the braking force control in special circumstances is further taken into account to determine a smaller rear axle execution force as much as possible while meeting the actual control requirements.

[0061] The execution subject of the rear axle braking force process here is basically the same as the execution subject of the rear axle braking force determination process in the above example. The vehicle stability control system is used to receive the current pedal state of the brake pedal and determine the second initial braking force for controlling the rear axle according to the current pedal state. The braking force distribution system determines the second limited braking force according to the pedal stroke of the brake pedal and the set braking force limitation rule. The vehicle stability control system receives the first braking force and compares the three to determine the smallest one, and outputs the smallest one to the rear axle brake actuator to achieve control.

[0062] Similar to the above-mentioned method of determining the front axle braking force, in the process of determining the rear axle braking force by comparing the first braking force, the second initial braking force and the second limited braking force, the braking force for controlling the front axle corresponding to the first braking force, the second initial braking force and the second limited braking force is allocated. In some embodiments, the front axle braking force used to achieve control corresponds to the rear axle braking force for achieving final control, so as to achieve synchronous changes in the front axle braking force and the rear axle braking force, and optimize the stability control of the vehicle. In some embodiments, the front axle braking force is maintained unchanged, so as to simplify the control logic while improving the vehicle stability.

[0063] In the description of the present application, it should be understood that the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include at least one of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

Claims

1. A vehicle control method, characterized in that: include: When a tire on a rear axle of a vehicle bursts, a tire burst parameter for characterizing the tire burst is obtained; obtaining current pedal states of an accelerator pedal and a brake pedal in the vehicle; determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal; the current pedal state includes whether the accelerator pedal is pressed, and the activity parameters of the accelerator pedal when it is pressed; determining a rear axle braking force according to a current pedal state of the brake pedal and the tire blowout parameter; controlling a vehicle according to the front axle torque, the rear axle torque and the rear axle braking force; Wherein, determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal comprises: when the current pedal state of the accelerator pedal is a pressed state, limiting the rear axle torque, and determining the front axle torque according to the activity parameter of the accelerator pedal; The tire burst parameters include lateral motion parameters of the tire on the rear axle of the vehicle; The determining of the front axle torque according to the activity parameter of the accelerator pedal comprises: determining a front axle torque based on the lateral motion parameter and the activity parameter of the accelerator pedal; The activity parameters include the number of steps and duration of the steps within a set time period; The determining of the front axle torque according to the lateral motion parameter and the activity parameter of the accelerator pedal comprises: determining whether the vehicle is stable after a tire blowout according to the lateral motion parameter; In the case where the vehicle is unstable, determining that the front axle torque maintains the original front axle torque; When the vehicle is stable, if the accelerator pedal is pressed once within the set time and the duration of the pressing is less than the time threshold, determining that the front axle torque maintains the original front axle torque; When the vehicle is stable, if the accelerator pedal is pressed multiple times within a set time period, or the pressing duration is greater than or equal to a time threshold, the front axle torque is determined based on the torque demand corresponding to the pedal stroke of the accelerator pedal.

2. The control method according to claim 1, characterized in that: The lateral motion parameter includes a yaw rate, and determining whether the vehicle is stable after a tire blowout occurs according to the lateral motion parameter includes: When the yaw angular velocity is less than or equal to an angular velocity threshold, determining that the vehicle is stable; or The lateral motion parameter includes a slip rate, and determining whether the vehicle is stable after a tire burst occurs according to the lateral motion parameter includes: When the slip ratio is less than or equal to a first slip ratio threshold, determining that the vehicle is stable; or The lateral motion parameters include yaw rate and slip rate, and determining whether the vehicle is stable after a tire blowout occurs according to the lateral motion parameters includes: When the yaw rate is less than or equal to a rate threshold, and the slip ratio is less than or equal to a first slip ratio threshold, it is determined that the vehicle is stable.

3. The control method according to claim 1, characterized in that: The determining the rear axle braking force according to the current pedal state of the brake pedal and the tire blowout parameter comprises: determining a first braking force according to the tire burst parameter; determining a second braking force according to a current pedal state of the brake pedal; The smaller one of the first braking force and the second braking force is determined as the rear axle braking force.

4. The control method according to claim 3, characterized in that: The tire burst parameters include: the pressure reduction rate of the tire where the tire bursts, the vehicle speed and the yaw rate of the rear axle tire; The determining the first braking force according to the tire burst parameter comprises: determining a first braking force according to the pressure reduction rate, the vehicle speed and the yaw rate; The first braking force is negatively correlated with the pressure reduction rate, the first braking force is negatively correlated with the vehicle speed, and the first braking force is negatively correlated with the yaw angular velocity of the rear axle tire.

5. The control method according to claim 3, characterized in that: The tire burst parameter includes a slip ratio; the current pedal state of the brake pedal includes a pedal stroke; The determining the second braking force according to the current pedal state of the brake pedal comprises: When the slip ratio is greater than or equal to a second slip ratio threshold, determining a second initial braking force according to a pedal stroke of the brake pedal, and determining a second limited braking force according to the pedal stroke of the brake pedal and a set braking force limiting rule; The determining the smaller one of the first braking force and the second braking force as the rear axle braking force comprises: The smallest one among the first braking force, the second initial braking force and the second limited braking force is determined as the rear axle braking force.

6. A vehicle control system, characterized in that: The method comprises one or more processors for implementing the vehicle control method as claimed in any one of claims 1 to 5.

7. A vehicle, characterized in that: include: A sensing system, used for sending a tire blowout signal and tire blowout parameters for characterizing the tire blowout situation when a tire blowout occurs on a rear axle of the vehicle; Accelerator pedal; an accelerator pedal sensor, electrically connected to the accelerator pedal, and used to obtain a current pedal state of the accelerator pedal; Brake pedal; a brake pedal sensor, electrically connected to the brake pedal, for obtaining a current pedal state of the brake pedal; a control system, electrically connected to the sensing system, the accelerator pedal sensor and the brake pedal sensor, for determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal after receiving the tire blowout signal; the current pedal state includes whether the accelerator pedal is pressed and the activity parameters of the accelerator pedal when pressed; and determining the rear axle braking force according to the current pedal state of the brake pedal and the tire blowout parameter; controlling a vehicle according to the front axle torque, the rear axle torque and the rear axle braking force; Wherein, determining the front axle torque and the rear axle torque according to the current pedal state of the accelerator pedal comprises: when the current pedal state of the accelerator pedal is a pressed state, limiting the rear axle torque, and determining the front axle torque according to the activity parameter of the accelerator pedal; The tire burst parameter includes a lateral motion parameter of the rear axle tire of the vehicle; and the front axle torque is determined according to the activity parameter of the accelerator pedal, including: determining a front axle torque based on the lateral motion parameter and the activity parameter of the accelerator pedal; The activity parameters include the number of steps and duration of the steps within a set time period; The determining of the front axle torque according to the lateral motion parameter and the activity parameter of the accelerator pedal comprises: determining whether the vehicle is stable after a tire blowout according to the lateral motion parameter; In the case where the vehicle is unstable, determining that the front axle torque maintains the original front axle torque; When the vehicle is stable, if the accelerator pedal is pressed once within the set time and the duration of the pressing is less than the time threshold, determining that the front axle torque maintains the original front axle torque; When the vehicle is stable, if the accelerator pedal is pressed multiple times within a set time period, or the pressing duration is greater than or equal to a time threshold, the front axle torque is determined based on the torque demand corresponding to the pedal stroke of the accelerator pedal.

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