Vehicle control method, control system, and vehicle

Abstract

The present application provides a vehicle control method, control system, and vehicle. The vehicle control method includes: obtaining tire blowout parameters for characterizing the tire blowout in the event of a tire blowout on the rear axle of the vehicle; obtaining the current pedal states of the accelerator pedal and brake pedal in the vehicle; and controlling the vehicle's axle torque and axle braking force in combination with the tire blowout parameters and the current pedal states. Thus, in the event of a tire blowout on the rear axle of the vehicle, the vehicle's axle torque and axle braking force are controlled in combination with the tire blowout parameters for characterizing the current tire blowout and the current states of the accelerator pedal and brake pedal, while taking into account the actual tire blowout situation and the driver's actions, thereby improving the vehicle's control accuracy in the event of a tire blowout on the rear axle of the vehicle.

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 adopt the same control strategy, resulting in the vehicle control process after the rear axle tire 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 to improve the accuracy of the vehicle control process after a tire blowout occurs on the rear axle of the vehicle.

[0004] The present application provides a vehicle control method, comprising: obtaining a tire blowout parameter for characterizing the tire blowout condition when a tire on a rear axle of the vehicle blows out; obtaining current pedal states of an accelerator pedal and a brake pedal in the vehicle; determining a front axle torque and a rear axle torque based on the current pedal state of the accelerator pedal, wherein 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 based on the current pedal state of the brake pedal and the tire blowout parameter; and controlling the vehicle based on 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 depressed state, limiting the rear axle torque and determining the front axle torque according to an activity parameter of the accelerator pedal;

[0006] The tire burst parameter includes a lateral motion parameter of a 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;

[0007] The activity parameters include the number of times the accelerator pedal is depressed within a set time period and the duration of the depression; 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 remains at the original front axle torque; when the vehicle is stable, if the accelerator pedal is depressed once within a set time period and the duration of the depression is less than a duration threshold, determining that the front axle torque remains at the original front axle torque; when the vehicle is stable, if the accelerator pedal is depressed multiple times within a set time period, or the duration of the depression 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 occurs based on 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 occurs based on 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 occurs based on 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, determining the rear axle braking force based on the current pedal state of the brake pedal and the tire blowout parameters includes: determining a first braking force based on the tire blowout parameters; determining a second braking force based on 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 parameter includes a slip ratio; the current pedal state of the brake pedal includes a pedal stroke; determining the second braking force based on the current pedal state of the brake pedal includes: when the slip ratio is greater than or equal to a second slip ratio threshold, determining a second initial braking force based on the pedal stroke of the brake pedal, and determining a second limited braking force based on 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 transmitting a tire blowout signal and tire blowout parameters for characterizing the tire blowout condition in the event of a tire blowout on a rear axle of the vehicle; an accelerator pedal; an accelerator pedal sensor electrically connected to the accelerator pedal and configured to obtain a current pedal state of the accelerator pedal; a brake pedal; a brake pedal sensor electrically connected to the brake pedal and configured to obtain 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, configured to determine, after receiving the tire blowout signal, a front axle torque and a rear axle torque based on the current pedal state of the accelerator pedal; the current pedal state including whether the accelerator pedal is depressed and an activity parameter of the accelerator pedal when depressed; determining a rear axle braking force based on the current pedal state of the brake pedal and the tire blowout parameters; and controlling the vehicle based on 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 depressed state, limiting the rear axle torque and determining the front axle torque according to an activity parameter of the accelerator pedal;

[0015] The tire burst parameter includes a lateral motion parameter of a 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;

[0016] The activity parameters include the number of times the accelerator pedal is depressed within a set time period and the duration of the depression; 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 remains at the original front axle torque; when the vehicle is stable, if the accelerator pedal is depressed once within a set time period and the duration of the depression is less than a duration threshold, determining that the front axle torque remains at the original front axle torque; when the vehicle is stable, if the accelerator pedal is depressed multiple times within a set time period, or the duration of the depression 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] The vehicle control method, control system, and vehicle provided herein, when a rear axle tire blows, combine blowout parameters representing the current blowout situation with the current states of the accelerator and brake pedals to control the vehicle's axle torque and axle braking force. This takes into account the actual blowout situation and the driver's actions, thereby improving vehicle control accuracy in the event of a rear axle tire blowout. Furthermore, compared to methods that directly transfer the axle torque and axle braking force of the blown tire to other tires, the control method provided herein is less likely to cause a rapid increase in the axle torque and axle braking force of the front axle within a short period of time, which could lead to vehicle instability, thereby maintaining vehicle stability. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0019] Figure 2 is a schematic diagram of a vehicle control system provided by one 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] Combine 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 transmit a tire blowout signal and tire blowout parameters indicating the blowout condition in the event of a tire blowout on the rear axle of vehicle 1. Specifically, the sensing system 10 includes a tire blowout sensor. The tire blowout sensor can be installed at the rear axle of vehicle 1 to monitor whether a tire blowout has occurred and transmit a tire blowout signal and tire blowout parameters when a blowout occurs. A left rear tire blowout sensor is installed for the left rear tire, and a right rear tire blowout sensor is installed for the right rear tire. The tire blowout parameters transmitted by the tire blowout sensor include tire blowout process parameters that directly reflect the blowout process, specifically the pressure drop rate of the tire experiencing the blowout. In some embodiments, this pressure drop rate can be graded. A higher pressure drop rate corresponds to a higher tire blowout grade. This helps conserve computing power. The sensing system 10 also includes a motion sensor to reflect the motion of vehicle 1 after a rear axle tire blowout. In other words, the tire blowout parameters include the motion parameters of vehicle 1 after the blowout. This can reflect the impact of the tire blowout on the motion of vehicle 1, thereby more comprehensively reflecting the current blowout condition.

[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 length and the duration of the stepped 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. Furthermore, 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] Upon receiving a tire blowout signal, control system 40 is configured to control the axle torque and axle braking force of vehicle 1 by combining the tire blowout parameters and the current pedal state. The tire blowout signal is transmitted by the tire blowout sensor in sensing system 10, indicating that vehicle 1 has experienced a tire blowout, thereby triggering the vehicle 1 control logic for the event of a tire blowout.

[0031] Here we further explain the control system 40. Figure 2As shown, the embodiment of the present application provides a control system 40 for 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. 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.

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

[0036] Step S13: Control 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 blows out on the rear axle of the vehicle, the vehicle axle torque and axle braking force are controlled by combining the tire blowout parameters used to characterize the current tire blowout situation and the current states of the accelerator pedal and the brake pedal. At the same time, the actual tire blowout situation and the driver's actions are taken into account, which is conducive to improving the vehicle control accuracy in the event of a tire blowout on the rear axle of the vehicle.

[0038] In addition, compared with the method of directly transferring the axial torque and axial braking force of the tire that has a blowout to other tires, the control method provided by 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, combined Figure 4 As shown, step S13 controls the axle torque and axle braking force of the vehicle in combination with the tire blowout parameters and the current pedal state, including 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: Control 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 depressed and the accelerator pedal's activity parameters when depressed. Determining the front axle torque and rear axle torque based on the current pedal state of the accelerator pedal includes: if the accelerator pedal is currently depressed, limiting the rear axle torque and determining the front axle torque based on the accelerator pedal's activity parameters. Here, limiting the rear axle torque specifically involves limiting the rear axle torque to a range less than or equal to a set torque. Furthermore, in some embodiments, limiting the rear axle torque includes determining the rear axle torque output to be zero. Limiting the rear axle torque after a rear tire blowout can prevent the rear axle tire from losing grip due to excessive rear axle torque, which can lead to vehicle skidding. This helps improve vehicle stability after a tire blowout and reduces safety risks. In at least some implementations, the vehicle operating state control system within the control system determines the front axle torque and rear axle torque based on the current pedal state of the accelerator pedal.

[0046] More specifically, in some embodiments, the accelerator pedal's activity parameters include the number of times the accelerator pedal is pressed within a set time period and the duration of the pressing. Determining the front axle torque based on the accelerator pedal's activity parameters includes: if the accelerator pedal is pressed once within the set time period and the duration of the pressing is less than a threshold, determining that the front axle torque remains at the original front axle torque; 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 threshold, determining the front axle torque based on the torque demand corresponding to the accelerator pedal's pedal stroke. Specifically, when the accelerator pedal is detected to be pressed, the rear axle torque is limited, and then determining whether acceleration is required 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 the acceleration demand is not responded to, and the existing front axle torque is still maintained; 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 one 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 process for determining the front axle torque based on the torque demand corresponding to the accelerator pedal stroke involves determining the total torque demand corresponding to the accelerator pedal stroke, allocating the total torque demand between the front and rear axles, and allocating the front axle torque based on the allocation result. Rear axle torque is not allocated, limiting the rear axle torque to 0. In at least some embodiments, the process for determining the total torque demand corresponding to the accelerator pedal stroke and allocating the total torque demand between the front and rear axles is identical to that used in conventional driving. In other embodiments, the logic for determining and allocating the total torque demand in the case of a tire blowout may also be separately defined. No further limitations are provided here.

[0048] In some embodiments, the tire blowout parameters include lateral motion parameters of the vehicle's rear axle tire. Determining the front axle torque based on the accelerator pedal's activity parameters includes determining the front axle torque based on the lateral motion parameters and the accelerator pedal's activity parameters. Considering that the tire blowout process and its impact on the vehicle vary in actual applications, the front axle torque is determined here by combining the lateral motion parameters of the vehicle's rear axle tire and the accelerator pedal's activity parameters after the tire blowout occurs, thereby reflecting the different controls on the vehicle's front axle torque under the different impacts of the tire blowout on the vehicle, thereby improving control accuracy and vehicle driving safety.

[0049] Specifically, in some embodiments, the activity parameters include the number of times the accelerator pedal is depressed within a set time period and the duration of depression. Determining the front axle torque based on the lateral motion parameters and the accelerator pedal activity parameters includes: determining whether the vehicle is stable after a tire blowout based on the lateral motion parameters; if the vehicle is unstable, determining that the front axle torque remains unchanged; if the vehicle is stable, if the accelerator pedal is depressed once within the set time period and the duration of depression is less than a threshold, determining that the front axle torque remains unchanged. If the vehicle is stable, if the accelerator pedal is depressed multiple times within the set time period, or if the duration of depression is greater than or equal to the threshold, determining the front axle torque based on the torque demand corresponding to the accelerator pedal stroke. After a rear axle tire blowout, the lateral displacement of the vehicle is one of the greatest safety risks caused by the rear axle blowout, and the increase in front axle torque is likely to further increase the safety risk. Here, determining stability based on the lateral motion parameters can more accurately reflect the vehicle's stability. Not responding to acceleration requests when the vehicle is unstable can prevent further instability and reduce safety risks. When the vehicle is stable, it responds to acceleration needs by controlling the vehicle according to the user's actual needs under the premise of ensuring safety, thus achieving a balance between safety and user demand response.

[0050] In some embodiments, the lateral motion parameter includes yaw rate, and determining whether the vehicle is stable after a tire blowout based on the lateral motion parameter includes determining the vehicle is stable when the yaw rate is less than or equal to an angular velocity threshold. In some embodiments, the lateral parameter includes slip rate, and determining whether the vehicle is stable after a tire blowout based on the lateral motion parameter includes determining the vehicle is stable when the slip rate is less than or equal to a first slip rate threshold. In some embodiments, the lateral parameter includes yaw rate and slip rate, and determining whether the vehicle is stable after a tire blowout based on the lateral motion parameter includes determining the vehicle is stable when the yaw rate is less than or equal to the angular velocity threshold and the slip rate is less than or equal to a first slip rate threshold. This allows for an accurate assessment of the current vehicle's stability. It should be noted that during the slip rate determination process, the vehicle is considered unstable if the slip rate of any rear axle tire is greater than the first slip rate threshold. The vehicle is considered 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, combined 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 parameter, including steps S1321 to S1323.

[0052] Step S1321: Determine the first braking force according to the tire blowout parameter.

[0053] Step S1322: Determine 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 beneficial to 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 beneficial to 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 blowout parameters include the pressure reduction rate of the tire experiencing the blowout, 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, vehicle speed, and yaw angular velocity. The first braking force is negatively correlated with the pressure reduction rate, the first braking force is negatively correlated with vehicle speed, and the first braking force is negatively correlated with the yaw angular velocity of the rear axle tire. A greater pressure reduction rate indicates a faster blowout. A significant change in tire pressure within a short period of time is more likely to cause vehicle instability and pose a greater safety risk. A higher vehicle speed and a greater angular velocity of the rear axle tire both indicate a greater impact on vehicle stability. In this case, using a smaller braking force can help improve vehicle stability, reduce safety risks, and enhance driving safety. In applications, a correspondence between the pressure reduction rate, vehicle speed, yaw angular velocity, and braking force is predefined, and the braking force is determined based on the currently detected pressure reduction rate, vehicle speed, and yaw angular velocity as the first braking force.

[0058] This example further illustrates the execution entities involved in determining the rear axle braking force. The vehicle operating state control system receives tire blowout parameters, including pressure reduction rate, vehicle speed, and yaw rate, and determines a first braking force for controlling the rear axle based on these parameters. The vehicle stability control system receives the current state of the brake pedal and, based on this state, determines a second braking force for controlling the rear axle. The vehicle stability control system receives the first braking force, compares the first and second braking forces, determines the smaller value, and outputs this smaller value to the rear axle brake actuator for final control.

[0059] Here, the method for determining the front axle braking force is explained. The process of determining the aforementioned first and second braking forces includes distributing the braking forces between the front and rear axles. Only after this distribution can the aforementioned first and second braking forces used to control the rear axle be determined. It will be appreciated that during this distribution process, braking forces corresponding to the first and second braking forces, respectively, for controlling the front axle are also obtained. In some embodiments, the front axle braking force used to achieve control corresponds to the rear axle braking force used to achieve final control. For example, if the rear axle is ultimately controlled using the first braking force, front axle control is achieved using the braking force determined during the distribution process for the first braking force. If the rear axle is ultimately controlled using the second braking force, front axle control is achieved using the braking force determined during the distribution process for controlling the front axle. In this manner, the rear axle braking force and the front axle braking force are determined based on the current brake pedal state and tire blowout parameters. 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. This achieves synchronized changes in the front and rear axle braking forces, which helps maintain vehicle stability. In some embodiments, the front axle braking force is maintained unchanged. This is equivalent to relying on the rear axle braking force to maintain vehicle stability, without controlling the front axle braking force. This helps improve 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 pedal travel. Determining a second braking force based on the current pedal state of the brake pedal includes: when the slip ratio is greater than or equal to a second slip ratio threshold, determining a second initial braking force based on the brake pedal travel, and determining a second limited braking force based on the brake pedal travel 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. This further accounts for braking force control in special circumstances, allowing for a smaller rear axle actuating force to be determined while meeting actual control requirements.

[0061] The execution entity for the rear axle braking force process here is essentially the same as the execution entity for the rear axle braking force determination process in the aforementioned example. The vehicle stability control system receives the current brake pedal state and, based on this state, determines a second initial braking force for controlling the rear axle. The braking force distribution system determines a second limited braking force based on the brake pedal travel and the set braking force limitation rules. The vehicle stability control system receives the first braking force, compares the three forces, determines the minimum, and outputs this minimum to the rear axle brake actuator to implement control.

[0062] Similar to the aforementioned method for 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, a braking force corresponding to the first braking force, the second initial braking force, and the second limited braking force is allocated for controlling the front axle. In some embodiments, the front axle braking force used to achieve control corresponds to the rear axle braking force used to achieve final control, thereby achieving synchronized changes in the front and rear axle braking forces and optimizing vehicle stability control. In some embodiments, the front axle braking force is maintained unchanged, thereby improving vehicle stability while simplifying the control logic.

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

Claims

1. A vehicle control method, characterized in that: include: When a tire on a rear axle of a vehicle bursts, obtaining a tire burst parameter for characterizing the tire burst situation; 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 a 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 depressed; determining a rear axle braking force according to a current pedal state of the brake pedal and the tire blowout parameter; controlling a vehicle based on the front axle torque, the rear axle torque, and the rear axle braking force; The determining of 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 depressed 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 rear axle tire 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 times of pressing within a set time period and the duration of pressing; 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 depressed once within the set time period and the duration of depression is less than a time threshold, determining that the front axle torque remains 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 duration of the pressing 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 angular velocity, and determining whether the vehicle is stable after a tire blowout occurs based on 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 blowout occurs based on 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 based on the lateral motion parameters includes: When the yaw rate is less than or equal to a yaw 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, wherein: The determining of the rear axle braking force according to the current pedal state of the brake pedal and the tire blowout parameter includes: determining a first braking force according to the tire blowout parameter; determining a second braking force according to a current pedal state of the brake pedal; The smaller 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 that has burst, the speed of the vehicle, and the yaw angular velocity of the rear axle tire; The determining the first braking force according to the tire blowout parameter includes: 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 includes: 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; Determining the smaller of the first braking force and the second braking force as the rear axle braking force includes: The smallest of 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 according to any one of claims 1 to 5.

7. A vehicle, characterized in that: include: A sensing system for transmitting a tire blowout signal and tire blowout parameters for characterizing the tire blowout condition in the event of a tire blowout on the rear axle of the vehicle; accelerator pedal; an accelerator pedal sensor, electrically connected to the accelerator pedal, for obtaining 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, after receiving the tire blowout signal, front axle torque and rear axle torque based on a current pedal state of the accelerator pedal, wherein the current pedal state includes whether the accelerator pedal is depressed and an activity parameter of the accelerator pedal when depressed; and determining rear axle braking force based on the current pedal state of the brake pedal and the tire blowout parameter; controlling a vehicle based on the front axle torque, the rear axle torque, and the rear axle braking force; The determining of 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 depressed 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 determining the front axle torque according to the activity parameter of the accelerator pedal includes: 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 times of pressing within a set time period and the duration of pressing; 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 depressed once within the set time period and the duration of depression is less than a time threshold, determining that the front axle torque remains 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 duration of the pressing 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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