Tire pressure-based brake assist control methods, devices, vehicles, and media

Abstract

This invention is primarily applicable to the field of automotive engineering technology. It discloses a tire pressure-based brake assist control method, device, vehicle, and medium. The method includes: when the brake assist function of the current vehicle is detected to be activated, acquiring the current tire inflation pressure value; if the current inflation pressure value is greater than a preset pressure threshold, calculating the additional braking torque corresponding to the current inflation pressure value based on a preset linear relationship between the additional braking torque, brake pedal travel, and inflation pressure value; and responding to a braking command, controlling the brake actuator of the current vehicle to output a total braking torque, where the total braking torque is the sum of the base braking torque and the additional braking torque. This application can effectively alleviate the problem of extended braking distance caused by excessive tire inflation pressure, thereby improving the braking safety of electric vehicles under abnormal tire pressure conditions.

Description

Technical Field

[0001] This invention relates to the field of automotive engineering technology, specifically to a tire pressure-based braking assist control method, device, vehicle, and medium. Background Technology

[0002] With the rapid popularization of electric vehicles, their curb weight has increased significantly compared to traditional gasoline vehicles, placing higher demands on tire load-bearing capacity and road adhesion performance. As the sole force transmission medium between the vehicle and the road surface, the tire's working condition directly determines the effective utilization of driving force and the safety boundaries during braking. In actual vehicle use, tire inflation pressure is not constant. Drastic changes in ambient temperature, slow leakage after prolonged driving, or overinflation due to owner negligence can all cause tire pressure to deviate from the manufacturer's recommended range. When the inflation pressure is severely exceeded, the tire carcass stiffness changes significantly, and the tread profile changes from flat to arched, resulting in a significant reduction in the effective area of ​​the contact patch.

[0003] The reduction in contact patch directly decreases the effective adhesion between the tire tread and the road surface. Under constant normal load, excessive inflation pressure causes severe uneven distribution of tire contact stress, preventing the tread rubber from fully utilizing its frictional properties, resulting in a significant decrease in the coefficient of friction. For electric vehicles, the drive motor's characteristic of instantaneous high torque output makes the tire more likely to reach its adhesion limit during braking, thus restricting the braking force build-up process. During emergency braking, the braking system relies on the longitudinal coefficient of adhesion between the tire and the road surface to generate sufficient deceleration. When tire pressure is too high, the peak amplitude of the longitudinal coefficient of adhesion is significantly reduced, and the operational stability of the anti-lock braking system is also affected. Furthermore, a reduced contact patch accelerates the tread temperature rise during braking, causing frictional degradation of the rubber material and further weakening braking stability. The combined effect of these factors ultimately leads to a significant increase in vehicle braking distance.

[0004] Current control strategies for electric vehicles mostly focus on the coordinated distribution of anti-slip or regenerative braking and hydraulic braking, lacking systematic solutions for torque intervention and vehicle dynamic management under specific abnormal conditions such as excessively high inflation pressure. Summary of the Invention

[0005] This invention provides a tire pressure-based braking assist control method, device, vehicle, and medium, which can effectively alleviate the problem of extended braking distance caused by excessive tire inflation pressure, thereby improving the braking safety of electric vehicles under abnormal tire pressure conditions.

[0006] This invention provides a tire pressure-based brake assist control method, the method comprising: When it is detected that the brake assist function of the current vehicle is activated, the current inflation pressure value of the tires of the current vehicle is obtained. If the current inflation pressure value is greater than the preset pressure threshold, the additional braking torque corresponding to the current inflation pressure value is calculated based on the preset linear relationship between the additional braking torque, the brake pedal travel, and the inflation pressure value. In response to a braking command, the brake actuator of the current vehicle is controlled to output a total braking torque, which is the sum of the base braking torque and the additional braking torque.

[0007] Optionally, the tire pressure-based brake assist control method further includes: When the current inflation pressure value is greater than the pressure threshold and less than the first pressure setting value, if a braking operation is detected on the brake pedal of the current vehicle, a first calibration coefficient determined based on the current vehicle speed and brake pedal travel is obtained, wherein the pressure threshold is less than the first pressure setting value. Based on the first calibration coefficient, the total braking torque is increased.

[0008] Optionally, the tire pressure-based brake assist control method further includes: When the current vehicle is in a coasting state, if a braking operation is detected on the brake pedal of the current vehicle, a second calibration coefficient determined based on the current vehicle speed and the brake pedal travel is obtained. The total braking torque is increased based on the second calibration coefficient.

[0009] Optionally, the tire pressure-based brake assist control method further includes: When the current inflation pressure value is greater than the first pressure setting value and the current inflation pressure value is less than the second pressure setting value, if a release operation of the accelerator pedal for the current vehicle is detected, it is determined that the current vehicle is in the coasting state, and a third calibration coefficient is determined based on the vehicle speed of the current vehicle in the coasting state, wherein the first pressure setting value is less than the second pressure setting value. Based on the third calibration coefficient, the coasting resistance torque of the current vehicle is adjusted.

[0010] Optionally, the tire pressure-based brake assist control method further includes: When the current inflation pressure value is greater than the third pressure setting value, the maximum speed limit value of the current vehicle is generated, and the maximum speed limit value is adjusted according to the current inflation pressure value, wherein the third pressure setting value is greater than the pressure threshold, and the maximum speed limit value decreases as the current inflation pressure value increases.

[0011] Optionally, when generating the additional braking torque, the tire pressure-based brake assist control method further includes: Obtain the wheel slip ratio of the current vehicle; If the slip ratio exceeds a preset slip ratio threshold, the additional braking torque is kept constant or the additional braking torque is reduced until the slip ratio is less than the slip ratio threshold.

[0012] Optionally, the tire pressure-based brake assist control method further includes: When the duration or number of times the additional braking torque is generated exceeds the trigger threshold within a preset observation period, the event corresponding to the current inflation pressure value is recorded in the current vehicle's data storage device and used as a tire abnormal use history record.

[0013] The present invention also provides a tire pressure-based brake assist control device, the device comprising: The detection module is used to obtain the current tire inflation pressure value of the current vehicle when the brake assist function of the current vehicle is detected to be in the active state. The calculation module is used to calculate the additional braking torque corresponding to the current inflation pressure value based on a preset linear relationship between the additional braking torque, the brake pedal travel, and the inflation pressure value if the current inflation pressure value is greater than a preset pressure threshold. A control module is configured to, in response to a braking command, control the brake actuator of the current vehicle to output a total braking torque, the total braking torque being the sum of the base braking torque and the additional braking torque.

[0014] The present invention also provides a vehicle, the vehicle including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the tire pressure-based brake assist control method as described in any of the preceding claims.

[0015] The present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the tire pressure-based brake assist control method as described in any of the preceding claims.

[0016] The present invention has at least the following beneficial effects: First, the solution sets a pressure threshold as a trigger condition. When excessive tire pressure is detected, the compensation mechanism is actively activated to accurately pinpoint the root cause of the increased braking distance, avoiding unnecessary intervention under normal tire pressure. Second, the solution establishes a preset linear relationship between the additional braking torque and the pedal travel and inflation pressure. The higher the tire pressure, the greater the contact area loss, and the greater the required compensation torque; the pedal travel reflects the driver's expected deceleration. This relationship allows for fine-tuning of the compensation amount, avoiding excessive or insufficient braking force. Finally, the solution superimposes the additional braking torque onto the driver's required basic braking torque, and the total braking torque is output by the brake actuator. This additive architecture requires no hardware modifications and does not affect normal brake pedal feel; it only actively compensates for the braking force lost due to decreased adhesion when tire pressure is abnormal. In summary, this technical solution, through active compensation based on tire pressure, effectively alleviates the problem of increased braking distance without increasing hardware costs, and improves braking safety and driving smoothness under abnormal tire pressure conditions. Attached Figure Description

[0017] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0018] Figure 1 This is a flowchart of a tire pressure-based brake assist control method. Figure 2 This is a flowchart illustrating the steps involved in applying a tire pressure-based brake assist control method in a real-world scenario. Figure 3 This is a schematic diagram of a tire pressure-based brake assist control device. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0020] Please refer to Figure 1 , Figure 1 This is a flowchart of a tire pressure-based brake assist control method.

[0021] This embodiment provides a tire pressure-based brake assist control method, including: S101. When it is detected that the brake assist function of the current vehicle is in the active state, obtain the current inflation pressure value of the tires of the current vehicle.

[0022] S102. If the current inflation pressure value is greater than the preset pressure threshold, the additional braking torque corresponding to the current inflation pressure value is calculated based on the preset linear relationship between the additional braking torque, the brake pedal travel, and the inflation pressure value.

[0023] S103. In response to a braking command, control the brake actuator of the current vehicle to output the total braking torque, which is the sum of the base braking torque and the additional braking torque.

[0024] Understandably, the solution first sets a pressure threshold as a trigger condition. When excessive tire pressure is detected, the compensation mechanism is actively activated to accurately pinpoint the root cause of the increased braking distance, avoiding unnecessary intervention under normal tire pressure. Second, the solution establishes a preset linear relationship between the additional braking torque and the pedal travel and inflation pressure. The higher the tire pressure, the greater the contact area loss, and the greater the required compensation torque; the pedal travel reflects the driver's expected deceleration. This relationship enables fine-tuning of the compensation amount, avoiding excessive or insufficient braking force. Finally, the solution superimposes the additional braking torque onto the driver's required basic braking torque, and the total braking torque is output by the brake actuator. This additive architecture requires no hardware modifications and does not affect normal brake pedal feel; it only actively compensates for the braking force lost due to decreased adhesion when tire pressure is abnormal. In summary, this technical solution, through active compensation based on tire pressure, effectively alleviates the problem of increased braking distance without increasing hardware costs, and improves braking safety and driving smoothness under abnormal tire pressure conditions.

[0025] In some embodiments, the above-described tire pressure-based brake assist control method further includes: When the current inflation pressure is greater than the pressure threshold and less than the first pressure setting value, if a braking operation is detected on the brake pedal of the current vehicle, a first calibration coefficient determined based on the current vehicle speed and brake pedal travel is obtained, wherein the pressure threshold is less than the first pressure setting value; based on the first calibration coefficient, the total braking torque is increased.

[0026] Understandably, this embodiment introduces a first calibration coefficient based on vehicle speed and pedal travel when tire pressure exceeds the standard but does not reach an extreme level. This coefficient allows the increment of additional braking torque to be dynamically adjusted according to actual braking demand, achieving fine-grained control of the compensation force. This avoids the braking force overshoot that may be caused by fixed compensation when the pressure is slightly exceeded, ensuring braking smoothness and stability at different vehicle speeds, effectively shortening the braking distance while improving driving comfort and braking system response quality.

[0027] In some embodiments, the above-described tire pressure-based brake assist control method further includes: When the vehicle is in a coasting state, if a braking operation is detected on the brake pedal of the vehicle, a second calibration coefficient is obtained based on the current vehicle speed and the brake pedal travel; based on the second calibration coefficient, the total braking torque is increased.

[0028] Understandably, this embodiment introduces a second calibration coefficient based on vehicle speed and pedal travel when braking in a coasting state. This coefficient ensures that the increment of the compensation torque matches the current vehicle's moment of inertia and the driver's braking intention, avoiding excessive impact or tire slippage due to overly aggressive compensation during coasting, thus improving braking smoothness and stability, and further optimizing braking distance through the coordination of energy recovery and hydraulic braking.

[0029] In some embodiments, the above-described tire pressure-based brake assist control method further includes: When the current inflation pressure is greater than the first pressure setting and less than the second pressure setting, if the release of the accelerator pedal for the current vehicle is detected, it is determined that the current vehicle is in a coasting state. Based on the vehicle speed in the coasting state, a third calibration coefficient is determined, wherein the first pressure setting is less than the second pressure setting. Based on the third calibration coefficient, the coasting resistance torque of the current vehicle is adjusted.

[0030] Understandably, this embodiment combines tire pressure monitoring with coasting resistance control. When the tire pressure is in the moderate to severe excess range, the system determines a third calibration coefficient based on the current vehicle speed after the driver releases the accelerator pedal and enters a coasting state, actively adjusting the coasting resistance torque. This is equivalent to intervening before the braking command occurs, using the increased resistance during the coasting phase to achieve pre-deceleration, thereby reducing part of the vehicle speed before emergency braking is triggered, effectively shortening the subsequent braking distance and improving the vehicle's active safety protection capability under abnormal tire pressure.

[0031] In some embodiments, the above-described tire pressure-based brake assist control method further includes: When the current inflation pressure is greater than the third pressure setting, the maximum speed limit of the current vehicle is generated and adjusted according to the current inflation pressure. The third pressure setting is greater than the pressure threshold, and the maximum speed limit decreases as the current inflation pressure increases.

[0032] Understandably, this embodiment introduces a dynamic speed limiting function when tire pressure exceeds a higher preset threshold. The maximum vehicle speed is reduced in real time based on the degree of tire pressure deviation, directly limiting the vehicle's kinetic energy limit under extreme abnormal tire pressure conditions. This reduces the kinetic energy required for emergency braking at the source, effectively shortening the potential braking distance and significantly reducing the risk of loss of control due to tire blowouts caused by high tire pressure, thus improving the overall driving safety level of the vehicle under severely abnormal tire pressure conditions.

[0033] In some embodiments, when generating additional braking torque, the above-described tire pressure-based brake assist control method further includes: Obtain the slip ratio of the current vehicle's wheels; if the slip ratio exceeds a preset slip ratio threshold, maintain the additional braking torque unchanged or reduce the additional braking torque until the slip ratio is less than the slip ratio threshold.

[0034] In this embodiment, slip ratio is a physical quantity that describes the degree of slippage of the wheels relative to the ground when a vehicle is driving or braking, and is usually expressed as a percentage. Its core function is to measure whether the wheel is purely rolling or has begun to slip, and how severe the slippage is.

[0035] Driving condition: Slip ratio = (Wheel speed - Vehicle speed) / Wheel speed × 100% Braking condition: Slip ratio = (Vehicle speed - Wheel speed) / Vehicle speed × 100% Therefore, slip ratio is a crucial intermediate variable, directly related to the coefficient of adhesion (i.e., grip) between the tire and the road surface. A typical pattern is: Optimal grip range: The peak of the longitudinal adhesion coefficient (used for acceleration and deceleration), which typically occurs in a narrow range of 15%-25% slip ratio.

[0036] Loss of traction: Once the slip ratio exceeds this range and approaches 100%, the longitudinal adhesion coefficient decreases, while the lateral adhesion coefficient, which ensures the vehicle's steering ability, decreases sharply. This explains why, after the wheels lock up, not only is braking impossible, but the steering wheel also loses its control.

[0037] Tires have a small contact patch and a low adhesion limit. If excessive additional braking torque is applied to compensate for braking distance, the wheel slip ratio can easily exceed the optimal range of 25% instantaneously, leading to rapid wheel lock-up, triggering the anti-lock braking system (ABS), or even loss of control. Introducing slip ratio monitoring in the dependent claims of brake compensation means that the added compensation torque cannot be increased indefinitely. Instead, it must be kept within a small range that provides maximum actual grip, bounded by the current physical adhesion limit of the tire.

[0038] Understandably, this embodiment introduces a closed-loop adjustment mechanism based on wheel slip ratio. When additional braking torque is applied, the slip ratio is monitored in real time. Once it is detected that the slip ratio exceeds a threshold, the compensation torque is immediately limited or reduced to prevent the wheels from locking up due to excessive braking force. This measure effectively ensures wheel stability during braking, ensures the normal operation of the anti-lock braking system, avoids tire slippage and loss of control due to overcompensation, and balances braking directional stability and safety while shortening the braking distance.

[0039] In some embodiments, the above-described tire pressure-based brake assist control method further includes: When the duration or number of times additional braking torque is generated exceeds the trigger threshold within the preset observation period, the event corresponding to the current inflation pressure value is recorded in the current vehicle's data storage device and used as a tire abnormal use history.

[0040] Understandably, when compensation actions are frequently triggered within the observation period, the system automatically stores the abnormal tire pressure events and corresponding data into the storage device, forming a history of abnormal tire use. This provides reliable data support for after-sales maintenance, fault diagnosis, and driver behavior analysis, helping to detect chronic tire leaks or inflation habits in advance, reducing the probability of excessive tire pressure from the perspective of the usage cycle, and improving long-term safety.

[0041] Please refer to Figure 2 , Figure 2 This is a flowchart illustrating the steps involved in applying a tire pressure-based brake assist control method in a real-world scenario.

[0042] In this embodiment, a tire pressure-based braking assist control method is applied to a typical driving scenario of an electric vehicle under abnormal tire pressure conditions.

[0043] Assuming a vehicle is traveling normally on a one-way road with no overtaking space on either side, and the vehicle in front suddenly brakes to a stop, the driver immediately presses the brake pedal. If the current tire pressure is between the first pressure threshold p1 and the second pressure threshold p2, which is considered a slightly excessive pressure, the system calculates additional braking torque based on the brake pedal travel and real-time tire pressure, adding it to the base braking torque to increase the total braking force and effectively shorten the braking distance to avoid a rear-end collision.

[0044] If the tire pressure rises further to a moderately excessive level between P2 and P3, the driver's release of the accelerator pedal is recognized by the system as a pre-judgment of coasting. Before the brake pedal is pressed, the system has already actively adjusted the coasting resistance torque based on the current vehicle speed and tire pressure to achieve pre-deceleration. When the brake pedal is actually pressed, the additional braking torque is added again, making the braking distance reduction effect even more significant.

[0045] When the tire pressure exceeds the third pressure threshold p3, i.e., it is in a severely excessive state, the system generates and adjusts the maximum vehicle speed limit value V in real time. The vehicle speed is further reduced as the tire pressure increases, thereby reducing the vehicle's kinetic energy from the source and reducing the incidence of tire blowout accidents and their harmful consequences.

[0046] The aforementioned torque regulation includes braking torque and coasting torque. The former refers to the reverse resistance torque applied to the wheels during braking, while the latter refers to the reverse resistance torque applied to the wheels during coasting. Both achieve energy recovery through motor reverse drag. The entire control process requires no changes to the hardware structure and relies entirely on software strategies.

[0047] Understandably, the above embodiments significantly improve driving safety under high tire pressure conditions through intelligent control strategies without altering the vehicle's hardware structure or increasing hardware costs. Its core advantage lies in actively limiting excessive vehicle speed to reduce the risk and harm of tire blowouts, and effectively compensating for the increased braking distance caused by decreased braking efficiency, thereby reducing related traffic accidents. Simultaneously, this strategy supports user-controlled on / off switching, balancing safety intervention with personalized selection, and optimizing regenerative torque to extend vehicle range while ensuring safety and driving performance.

[0048] Please refer to Figure 3 , Figure 3 This is a schematic diagram of a tire pressure-based brake assist control device.

[0049] This embodiment also provides a tire pressure-based brake assist control device, including: The detection module 201 is used to obtain the current tire inflation pressure value of the current vehicle when it is detected that the brake assist function of the current vehicle is in the active state.

[0050] The calculation module 202 is used to calculate the additional braking torque corresponding to the current inflation pressure value based on the preset linear relationship between the additional braking torque, the brake pedal travel, and the inflation pressure value if the current inflation pressure value is greater than the preset pressure threshold.

[0051] The control module 203 is used to control the brake actuator of the current vehicle to output the total braking torque in response to the braking command. The total braking torque is the sum of the base braking torque and the additional braking torque.

[0052] It is worth noting that since this device embodiment can execute the tire pressure-based brake assist control method of any of the above embodiments, the specific implementation method and technical effects of this device embodiment can be referred to the specific implementation method and technical effects of the tire pressure-based brake assist control method of any of the above embodiments.

[0053] This invention also provides a vehicle control device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the tire pressure-based brake assist control method of the above embodiments.

[0054] Taking the example of a processor and memory in a vehicle controller being connected via a bus, the memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network. The non-transitory software programs and instructions required to implement the control methods of the above embodiments are stored in the memory, and when executed by the processor, the control methods of the above embodiments are performed.

[0055] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0056] This invention also provides a vehicle, including the vehicle control device described in the above embodiments.

[0057] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0058] Since the vehicle applies all the technical solutions of the above-mentioned control device or vehicle controller, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0059] Furthermore, one embodiment of the present invention provides a computer-readable storage medium storing computer-executable instructions for performing the above-described tire pressure-based brake assist control method.

[0060] It is worth noting that, since the computer-readable storage medium of the present invention is capable of executing the tire pressure-based brake assist control method of any of the above embodiments, the specific implementation and technical effects of the computer-readable storage medium of the present invention can be referred to the specific implementation and technical effects of the tire pressure-based brake assist control method of any of the above embodiments.

[0061] Furthermore, one embodiment of the present invention provides a computer program product, including a computer program or computer instructions, which are stored in a computer-readable storage medium. A processor of a computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the above-described tire pressure-based brake assist control method.

[0062] It is worth noting that, since the computer program product of this embodiment can execute the tire pressure-based brake assist control method of any of the above embodiments, the specific implementation method and technical effects of the computer program product of this embodiment can be referred to the specific implementation method and technical effects of the tire pressure-based brake assist control method of any of the above embodiments.

[0063] It will be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically include computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0064] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

Claims

1. A tire pressure-based brake assist control method, characterized in that, The method includes: When it is detected that the brake assist function of the current vehicle is activated, the current inflation pressure value of the tires of the current vehicle is obtained. If the current inflation pressure value is greater than the preset pressure threshold, the additional braking torque corresponding to the current inflation pressure value is calculated based on the preset linear relationship between the additional braking torque, the brake pedal travel, and the inflation pressure value. In response to a braking command, the brake actuator of the current vehicle is controlled to output a total braking torque, which is the sum of the base braking torque and the additional braking torque.

2. The method according to claim 1, characterized in that, The method further includes: When the current inflation pressure value is greater than the pressure threshold and less than the first pressure setting value, if a braking operation is detected on the brake pedal of the current vehicle, a first calibration coefficient determined based on the current vehicle speed and brake pedal travel is obtained, wherein the pressure threshold is less than the first pressure setting value. Based on the first calibration coefficient, the total braking torque is increased.

3. The method according to claim 2, characterized in that, The method further includes: When the current vehicle is in a coasting state, if a braking operation is detected on the brake pedal of the current vehicle, a second calibration coefficient determined based on the current vehicle speed and the brake pedal travel is obtained. The total braking torque is increased based on the second calibration coefficient.

4. The method according to claim 3, characterized in that, The method further includes: When the current inflation pressure value is greater than the first pressure setting value and the current inflation pressure value is less than the second pressure setting value, if a release operation of the accelerator pedal for the current vehicle is detected, it is determined that the current vehicle is in the coasting state, and a third calibration coefficient is determined based on the vehicle speed of the current vehicle in the coasting state, wherein the first pressure setting value is less than the second pressure setting value. Based on the third calibration coefficient, the coasting resistance torque of the current vehicle is adjusted.

5. The method according to claim 1, characterized in that, The method further includes: When the current inflation pressure value is greater than the third pressure setting value, the maximum speed limit value of the current vehicle is generated, and the maximum speed limit value is adjusted according to the current inflation pressure value, wherein the third pressure setting value is greater than the pressure threshold, and the maximum speed limit value decreases as the current inflation pressure value increases.

6. The method according to claim 1, characterized in that, In generating the additional braking torque, the method further includes: Obtain the wheel slip ratio of the current vehicle; If the slip ratio exceeds a preset slip ratio threshold, the additional braking torque is kept constant or the additional braking torque is reduced until the slip ratio is less than the slip ratio threshold.

7. The method according to claim 1, characterized in that, The method further includes: When the duration or number of times the additional braking torque is generated exceeds the trigger threshold within a preset observation period, the event corresponding to the current inflation pressure value is recorded in the current vehicle's data storage device and used as a tire abnormal use history record.

8. A tire pressure-based brake assist control device, characterized in that, The device includes: The detection module is used to obtain the current tire inflation pressure value of the current vehicle when the brake assist function of the current vehicle is detected to be in the active state. The calculation module is used to calculate the additional braking torque corresponding to the current inflation pressure value based on a preset linear relationship between the additional braking torque, the brake pedal travel, and the inflation pressure value if the current inflation pressure value is greater than a preset pressure threshold. A control module is configured to, in response to a braking command, control the brake actuator of the current vehicle to output a total braking torque, the total braking torque being the sum of the base braking torque and the additional braking torque.

9. A vehicle, characterized in that, The vehicle includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the tire pressure-based brake assist control method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the tire pressure-based brake assist control method according to any one of claims 1 to 7.

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