CN117864082A

CN117864082A - Method, device, apparatus, vehicle and product for determining braking force of wheel of vehicle

Info

Publication number: CN117864082A
Application number: CN202410137634.5A
Authority: CN
Inventors: 杨白凡; 李玮; 周泽磊
Original assignee: Bosch Automotive Products Suzhou Co Ltd
Current assignee: Bosch Automotive Products Suzhou Co Ltd
Priority date: 2024-01-31
Filing date: 2024-01-31
Publication date: 2024-04-12

Abstract

The present disclosure relates to methods, apparatus, devices, vehicles and products for determining braking forces of wheels of a vehicle. The method comprises the step of determining tire burst information of the vehicle and first braking force of the vehicle lost due to tire burst under the condition that the wheels of the vehicle are detected to be in a tire burst state. The method further includes determining a total braking force for braking wheels of the vehicle based on the second braking force and the first braking force desired by a driver of the vehicle. The method further includes determining braking forces for individual wheels in the vehicle by distributing the total braking force based on the flat tire information. By the method, under the condition that the vehicle is burst, the braking force of each wheel can be reasonably distributed according to the burst information, so that the stress of the vehicle can be balanced under the condition of burst, the vehicle can be stably decelerated and driven until the vehicle is stopped, and the problem that the vehicle is out of control due to burst is avoided.

Description

Method, device, apparatus, vehicle and product for determining braking force of wheel of vehicle

Technical Field

The present disclosure relates to the field of vehicles, and more particularly, to a method, apparatus, device, vehicle and product for determining braking force of a wheel of a vehicle.

Background

With the rapid development of the automotive industry, vehicles have become an important vehicle. When a user drives the vehicle to dynamically run at a medium speed or a high speed, the tire of the vehicle may be broken due to the situation that the tire encounters a foreign object or a pit, or the tire itself is aged and overheated, etc.

When the wheels of the vehicle burst, the air pressure index of the tire can be instantaneously reduced, and the effective rolling radius of the tire can be reduced, so that the vertical load of each tire of the vehicle is unevenly distributed, the vehicle is enabled to lose stability, and traffic accidents can be caused when the vehicle is in a serious state.

Disclosure of Invention

Embodiments of the present disclosure propose a method, apparatus, device, vehicle and product for determining braking force of a wheel of a vehicle.

In a first aspect of the present disclosure, a method of determining braking force of a wheel of a vehicle is provided. The method comprises the step of determining tire burst information of the vehicle and first braking force of the vehicle lost due to tire burst under the condition that the wheels of the vehicle are detected to be in a tire burst state. The method further includes determining a total braking force for braking wheels of the vehicle based on the second braking force and the first braking force desired by a driver of the vehicle. The method further includes determining braking forces for individual wheels in the vehicle by distributing the total braking force based on the flat tire information.

In a second aspect of the present disclosure, an apparatus for determining a braking force of a wheel of a vehicle is provided. The apparatus includes a first braking force determination unit configured to determine, in a case where it is detected that a wheel of the vehicle is in a flat state, flat information of the vehicle and a first braking force of the vehicle lost due to the flat. The apparatus further includes a total braking force determination unit configured to determine a total braking force for braking wheels of the vehicle based on the second braking force and the first braking force desired by a driver of the vehicle. The apparatus further includes a braking force distribution unit configured to determine braking forces of respective wheels in the vehicle by distributing a total braking force according to the tire burst information.

In a third aspect of the present disclosure, a controller is provided. The controller includes one or more processors; and a storage device for storing one or more programs which, when executed by the one or more processors, cause the one or more processors to implement a method for determining a braking force of a wheel of a vehicle, the method comprising determining, in the event that a wheel of the vehicle is detected to be in a flat condition, flat information of the vehicle and a first braking force of the vehicle lost due to flat. The method further includes determining a total braking force for braking wheels of the vehicle based on the second braking force and the first braking force desired by a driver of the vehicle. The method further includes determining braking forces for individual wheels in the vehicle by distributing the total braking force based on the flat tire information.

In a fourth aspect of the present disclosure, a vehicle is provided. The vehicle comprises a controller provided according to the third aspect of the present disclosure.

In a fifth aspect of the present disclosure, a machine-readable storage medium is provided. The machine-readable storage medium has stored thereon machine-executable instructions that are executed by a processor to implement the method provided according to the first aspect of the present disclosure.

In a sixth aspect of the present disclosure, there is provided a computer program product tangibly stored on a non-volatile computer-readable medium and comprising machine executable instructions that, when executed, cause a machine to perform the steps of the method implemented in the first aspect of the present disclosure.

It should be understood that what is described in this summary is not intended to limit the critical or essential features of the embodiments of the disclosure nor to limit the scope of the disclosure. Other features of the present disclosure will become apparent from the following description.

Drawings

The above and other features, advantages and aspects of embodiments of the present disclosure will become more apparent by reference to the following detailed description when taken in conjunction with the accompanying drawings. In the drawings, wherein like or similar reference numerals designate like or similar elements, and wherein:

FIG. 1 illustrates a schematic diagram of an example environment in which various embodiments of the present disclosure may be implemented;

FIG. 2 illustrates a flowchart of a method for determining braking force of a wheel of a vehicle, according to some embodiments of the present disclosure;

fig. 3 illustrates a schematic diagram that amplifies braking forces corresponding to a braking request, according to some embodiments of the present disclosure. The method comprises the steps of carrying out a first treatment on the surface of the

FIG. 4 illustrates a schematic diagram of the manner in which braking forces are distributed when a wheel bursts according to some embodiments of the present disclosure;

FIG. 5 illustrates a schematic diagram of determining dynamics of a vehicle using a tire model, according to some embodiments of the present disclosure;

FIG. 6 illustrates a schematic view of a skid phase when a tire burst occurs at a wheel in a front axle in accordance with some embodiments of the present disclosure;

FIG. 7 illustrates a schematic diagram of adjusting braking force in the event of a tire burst of a wheel in a front axle in accordance with some embodiments of the present disclosure;

FIG. 8 illustrates a schematic view of energy recovery in the event of a tire burst of a wheel according to some embodiments of the present disclosure;

FIG. 9 illustrates a schematic view of another energy recovery mode in the event of a tire burst at a wheel in a front axle in accordance with some embodiments of the present disclosure;

FIG. 10 illustrates a schematic view of a vehicle condition when a tire burst occurs at a wheel in a front axle in accordance with some embodiments of the present disclosure;

FIG. 11 illustrates a schematic diagram of a vehicle control flow when a vehicle bursts, according to some embodiments of the present disclosure;

FIG. 12 illustrates a block diagram of an apparatus for determining braking force of a wheel of a vehicle, according to some embodiments of the present disclosure; and

fig. 13 illustrates a block diagram of a device in which various embodiments of the present disclosure may be implemented.

Detailed Description

Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure have been shown in the accompanying drawings, it is to be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustration purposes only and are not intended to limit the scope of the present disclosure.

In describing embodiments of the present disclosure, the term "comprising" and its like should be taken to be open-ended, i.e., including, but not limited to. The term "based on" should be understood as "based at least in part on". The term "one embodiment" or "the embodiment" should be understood as "at least one embodiment". The terms "first," "second," and the like, may refer to different or the same object. Other explicit and implicit definitions are also possible below.

As described above, when the tire burst occurs in the wheel of the vehicle, the air pressure index of the tire is instantaneously reduced, and the effective rolling radius of the tire is also reduced, which may cause uneven vertical load distribution of each tire of the vehicle, thereby causing the vehicle to lose stability, and may cause traffic accidents when the vehicle is off-tire. In order to maintain the stability of the vehicle when the vehicle bursts, the vehicle can be braked safely and stably, and corresponding braking force can be applied to the vehicle at the moment of tyre burst to perform steady-state control. However, under the condition of unreasonable braking force distribution, the vehicle is easy to lose stability and further is out of control, and traffic accidents can be caused when serious, so that the safety of the vehicle and people is greatly threatened.

To this end, an embodiment of the present disclosure proposes a method of determining a braking force of a wheel of a vehicle. The method comprises the step of determining tire burst information of the vehicle and braking force of the vehicle lost due to tire burst under the condition that the wheels of the vehicle are detected to be in a tire burst state. In this way, the corresponding braking force can be subsequently compensated for to provide sufficient braking force for braking the vehicle. The method further includes determining a total braking force for braking wheels of the vehicle based on the braking force desired by the driver of the vehicle and the braking force that needs to be compensated. After that, the total braking force can be distributed to each wheel of the vehicle according to reasonable distribution strategy according to the tire burst information, so as to apply corresponding braking force to the vehicle, and thus the vehicle is controlled in a steady state.

By the method, under the condition that the vehicle is burst, the braking force for each wheel can be reasonably distributed according to the burst information, so that the stress of the vehicle can be balanced under the condition of burst, the vehicle can stably run at a reduced speed until the vehicle is stopped, the problem of out of control when the vehicle bursts is avoided, and the safety coefficient when the vehicle bursts is further improved.

FIG. 1 illustrates a schematic diagram of an example environment 100 in which various embodiments of the present disclosure may be implemented. As shown in fig. 1, a vehicle 102 is included in an environment 100. The vehicle 102 includes a control system 104, a braking system 106, and wheels 108 (e.g., wheels 108-1, 108-2, 108-3, 108-4). The wheels 108-1 may be left front wheels, the wheels 108-2 may be right front wheels, the wheels 108-3 may be left rear wheels, and the wheels 108-4 may be right rear wheels. The left and right front wheels may be coupled to the front axle and the left and right rear wheels may be coupled to the rear axle. In some examples, various systems and components in the vehicle 102 may be coupled to each other by or through one or more control or data buses (e.g., a controller area network (Controller Area Network, CAN) bus).

In some embodiments, a plurality of sensors disposed at various locations of the vehicle may be used to collect various travel data of the vehicle during travel, which may include, but is not limited to, wheel speeds of various wheels in the vehicle, real-time tire pressures, real-time slip rates, and travel data of yaw rate, slip angle, yaw rate, longitudinal acceleration, etc. of the vehicle 102. In some embodiments, a plurality of sensors may collect tire burst information for the vehicle 102 in the event of a tire burst of the vehicle 102. The tire burst information may include, but is not limited to, information such as yaw rate, wheel speed, slip angle, and wheel at which a tire burst occurs in the vehicle 102.

In some embodiments, the sensor may be of various types, such as a wheel speed sensor, a steering wheel angle sensor, a yaw rate sensor, a lateral acceleration sensor, a wheel displacement sensor, an inertial measurement unit (Inertial Measurement Unit, IMU), a global positioning system (which may be a GPS system, or a beidou system or other positioning system), a radar sensor, and the like. In some embodiments, different types of travel data may be collected using different types of sensors, such as using wheel speed sensors to collect the motion state of each wheel 108 in the vehicle 102; the yaw rate of the vehicle 102 is acquired using a yaw rate sensor.

In some embodiments, the control system 104 may reasonably distribute braking forces to the wheels 108 in the vehicle 102 according to the obtained tire burst information, so as to ensure that the stress of the vehicle 102 can reach equilibrium when the tire burst occurs, thereby enabling the vehicle 102 to stably slow down until the vehicle is stopped, and avoiding the problem of runaway when the tire burst occurs. For example, the braking force of each wheel 108 of the vehicle 102 may be controlled based on the flat tire information to tailor the vehicle offset condition of the vehicle 102 due to the flat tire so that the vehicle 102 remains traveling normally within a safe braking distance. In some examples, in the event that a right front wheel of the vehicle 102 is detected to be flat, the control system 104 may adjust the braking force of the left front wheel based on the flat information such that the braking forces of the left front wheel and the right front wheel are the same, such that the vehicle 102 overcomes the right steering tendency due to the right front wheel flat, such that the vehicle does not experience a significant degree of misalignment.

In some embodiments, a portion or all of the control system 104 may be comprised of a microcomputer, an electronic microprocessor unit, a microcontroller, or the like. Additionally or alternatively, some or all of the control system 104 may also be comprised of hardware logic components. It is understood that the control system 104 may be 1 or divided into a plurality. In some examples, the control system 104 may be an electronic control unit (Electronic Control Unit, ECU), a body control module (Body Control Module, BCM), or a body electronic stability system (Electronic Stability Program, ESP). Additionally or alternatively, the control system 104 may be provided in a domain controller (Domain Control Unit, DCU) of the vehicle 102.

In some embodiments, the braking system 106 may receive the braking force distribution commands sent by the control system 104 and brake the individual wheels during vehicle operation according to the braking force distribution commands. The brake system 106 may be composed of a brake pedal, a master cylinder and a brake booster, a brake pressure adjustment control unit, a brake wheel cylinder, and a brake. In some embodiments, the braking system 106 may be categorized as electric motor braking, pneumatic braking, hydraulic braking, and the like. The braking system 106 may reasonably distribute the braking force for controlling the vehicle 102 to the respective wheels 108 based on the received braking force distribution indication of the control system 104. Where braking force refers to the tangential resistance to the wheels 108 provided by the ground when the vehicle 102 is braked.

As shown in fig. 1, the vehicle 102 is illustrated as an automobile. It should be appreciated that although the vehicle 102 is illustrated in fig. 1 as an automobile, this is merely exemplary and is not so limited, and examples thereof may also include trucks, buses, motorcycles, electric vehicles, and the like. The vehicle 102 may include, but is not limited to, a pure electric vehicle or a hybrid vehicle, but may be other types of motor vehicles having an electric motor as a drive. In some examples, the type of drive of the vehicle 102 may be front-drive, rear-drive, or four-wheel drive. The vehicle 102 may be a vehicle with symmetrical left and right wheel positions, for example, may be left and right front and rear two-row wheels, left and right front and middle and rear three-row wheels, left and right four-row wheels, etc., and the wheels at each position may include a single wheel or may include a double number of wheels, which is not limited in this disclosure.

By the mode, under the condition that the vehicle is burst, the braking force for each wheel can be reasonably distributed according to the acquired burst information, so that the stress of the vehicle can be balanced under the condition of burst, the vehicle can stably run at a reduced speed until the vehicle is stopped, the problem of out of control when the vehicle is burst is avoided, and the safety coefficient when the vehicle is burst is further improved.

Fig. 2 illustrates a flowchart of a method 200 for determining braking force of a wheel of a vehicle, according to some embodiments of the present disclosure. In some embodiments, the method 200 may be performed by the control system 104 shown in fig. 1. As shown in fig. 2, at block 202, the method 200 determines tire burst information for a vehicle and a first braking force for the vehicle lost due to a tire burst if a wheel of the vehicle is detected to be in a tire burst condition. For example, the tire states of the respective wheels of the vehicle may be detected in real time during running of the vehicle. If the tire condition of at least one wheel in the vehicle is detected as a flat tire condition, different types of sensors can be utilized to acquire the flat tire information of the vehicle from multiple dimensions. The tire burst information may include information such as a slip angle, a slip ratio, a vehicle speed, a yaw rate, a steering angle, etc. of the vehicle when the tire burst occurs. Still further, the puncture information may also include a location where a puncture occurs in the vehicle, such as a puncture occurs in the front left wheel and a puncture occurs in the rear right wheel.

In some embodiments, a portion or even a majority of the braking force may be lost when the wheel is in a flat condition, while less braking force may increase the safe stopping distance of the vehicle. On this basis, in the case where a tire burst occurs in the vehicle, it is necessary to compensate for the first braking force lost by the vehicle due to the tire burst. For example, in the case where a tire burst occurs in the left front wheel of the vehicle, the braking force lost by the tire burst in the left front wheel of the vehicle is compensated.

As shown in fig. 2, at block 204, the method 200 may determine a total braking force for braking the respective wheels of the vehicle based on the second braking force desired by the driver of the vehicle and the first braking force. Wherein the second braking force desired by the driver of the vehicle may be determined in accordance with the driver's braking request. The driver's braking request may be determined based on the mechanical force applied by the driver to the brake pedal. For example, the depth of driver depression of the brake pedal may be converted into an electrical signal that may be used to generate a brake request to control the brake system to generate a corresponding second braking force.

In some embodiments, the total braking force refers to the sum of braking forces generated by all wheels in the vehicle that are expected to be in the event of a blowout. For example, the total braking force may be determined from the sum of the first braking force and the second braking force. In the case where the first braking force is 1800Nm and the second braking force is 1000Nm, the total braking force may be 2800Nm. It will be appreciated that in order to ensure proper running of the vehicle, it is necessary to distribute the total braking force reasonably to the individual wheels comprised by the vehicle.

As shown in fig. 2, at block 206, the method 200 may determine the braking force of each wheel in the vehicle by distributing the total braking force by the collected puncture information. For example, the total braking force can be reasonably distributed according to parameters such as the speed of the vehicle, the road adhesion coefficient at two sides of the vehicle, the slip rate of the vehicle, the slip angle, the yaw rate and the like, so that the vehicle can be ensured to normally run at a reduced speed until the vehicle stops when the tire is burst. For example, in the event of a blowout of one or more wheels in the front axle of the vehicle (e.g., the left front wheel), the braking force of the wheels in the rear axle may be increased for the total braking force to be distributed.

In some embodiments, whether or not a tire burst occurs at each wheel of the vehicle may be detected from a change in tire pressure or wheel load of each wheel. For example, it may be determined that the vehicle is in a flat tire state when it is detected that the tire pressure of one or more wheels in the vehicle is less than a set tire pressure threshold value or the rate of decrease of the tire pressure is greater than a set speed threshold value. Additionally or alternatively, it is also possible to detect whether a tire burst has occurred at each wheel of the vehicle from a change in the wheel speed of each wheel. For example, if the rotational speed of one wheel is lower than the rotational speed of any other wheel and the difference in the exceeding wheel speeds exceeds a predetermined ratio, a tire burst occurs in that wheel.

In some embodiments, the braking force lost by the vehicle due to tire burst can be directly determined according to the experimental test result, or can be calculated through a theoretical model. For example, a test may be performed on a test vehicle of the same type as the vehicle to determine the magnitude of the first braking force that the test vehicle loses when a tire burst occurs in the front left wheel. For example, a braking force may be applied to the left front wheel of the test vehicle without a flat tire, determining that the maximum braking force applied before the left front wheel is locked is 2000Nm; in the case where a tire burst occurs in the left front wheel of the test vehicle, a braking force is applied to the left front wheel, and it is determined that the maximum braking force applied before the left front wheel is locked is 200Nm. In this case, it can be determined from the experimental result that the braking force lost by the vehicle due to the front left tire burst is 1800Nm. On this basis, the magnitude of the first braking force to be compensated is 1800Nm as well.

In some embodiments, the vehicle may lose 20% of the braking force in the event of a flat tire, which may result in the driver of the vehicle not being able to generate the braking force required by the driver to achieve the braking force desired by the driver when stepping on the brake pedal in the normal manner. Therefore, in order to ensure the stability of the vehicle, the vehicle can normally run even when the tire is burst, and the candidate braking force expected by the driver can be amplified to provide enough braking force so that the vehicle can be stopped smoothly as soon as possible. For example, the candidate braking force desired by the driver may be determined according to the strength with which the driver depresses the brake pedal, and a corresponding electrical signal may be generated. Then, the brake force amplifier can amplify the candidate brake force according to the electric signal so as to increase the force applied by a driver when the driver steps on the brake pedal, thereby improving the braking performance of the brake system. The amplification may be to amplify the candidate braking force according to a preset ratio.

Fig. 3 illustrates a schematic diagram that amplifies braking forces corresponding to a braking request, according to some embodiments of the present disclosure. As shown in fig. 3, in the event of a tire burst 302 of the vehicle, the driver of the vehicle may depress the brake pedal after a period of time when the driver becomes aware of the vehicle's tire burst. The vehicle speed gradually decreases 304 due to the presence of a flat tire and braking force. As shown in fig. 3, the magnitude of the candidate braking force desired by the driver may be determined based on the stroke 306 of the brake pedal, if the vehicle is hydraulically braked. The braking system may then amplify 308 the candidate braking force to determine the final second braking force. In this way, sufficient braking force can be provided for braking the vehicle, so that the vehicle can stably run at a reduced speed until the vehicle is stopped, and the problem of out of control caused by tire burst of the vehicle is avoided.

In some embodiments, when the vehicle is not in a tire burst, the braking force can be evenly distributed to each wheel of the vehicle when the braking force is applied to the vehicle, so that the wheel speeds of the wheels can be ensured to be the same, and the decelerating running of the vehicle is facilitated. When the vehicle is punctured, the wheels with and without the puncture are different in the required or provided braking force due to the road adhesion coefficient and the friction force. If the braking force is distributed in an average distribution manner, the problems of offset, slip, steering failure and the like of the vehicle may occur, and the braking stability of the vehicle cannot be ensured. Therefore, when the vehicle is punctured, the braking force distribution needs to be adjusted so that the vehicle can be stably and safely decelerated to a stop even when the vehicle is punctured.

In some embodiments, the vehicle has a front axle and a rear axle. The front axle comprises a left front wheel and a right front wheel, and the rear axle comprises a left rear wheel and a right rear wheel. On the basis, the total braking force can be reasonably distributed to the front axle and the rear axle, and the expected braking force of the front axle and the expected braking force of the rear axle can be determined. The vehicle front wheels are subjected to deceleration control based on the front axle desired braking force, and the vehicle rear wheels are subjected to deceleration control based on the rear axle desired braking force. For example, the total braking force may be distributed according to the front axle braking force distribution coefficient and the rear axle braking force distribution coefficient to determine the front axle desired braking force corresponding to the front axle and the rear axle desired braking force corresponding to the rear axle. The front axle braking force distribution coefficient refers to a front axle braking efficiency coefficient corresponding to a front axle, and the rear axle braking force distribution coefficient refers to a rear axle braking efficiency coefficient corresponding to a rear axle. In some embodiments, the front axle desired braking force Ffa may be determined using equation (1) and the rear axle desired braking force Fra may be determined using equation (2):

Ffa＝F◇CoFA (1)

Fra＝F◇(1-CoFA) (2)

wherein F is the total braking force, coFA is the front axle braking force distribution coefficient, and 1-CoFA is the rear axle braking force distribution coefficient. For example, the CoFA may be 0.7,1-CoFA may be 0.3. It should be appreciated that the CoFA may be a front axle braking efficiency coefficient for the front axle.

In some embodiments, the magnitude of the braking forces of the front axle desired braking force and the rear axle desired braking force distributed to the front wheels and the rear wheels may be adjusted according to a blowout situation of the vehicle. For example, whether a wheel in which a tire burst has occurred belongs to the front axle or the rear axle may be determined based on the tire burst information. In the case where the wheel where the tire burst occurs is the left front wheel belonging to the front axle, the braking forces of the corresponding front axle desired braking forces to be distributed to the left and right front wheels can be adjusted. For example, a small portion of the front axle desired braking force is distributed to the left front wheel, and a large portion of the front axle desired braking force is distributed to the right front wheel.

Additionally or alternatively, most of the braking force of the front axle desired braking force may also be distributed to the right front wheel, the left rear wheel, the right rear wheel to ensure that the vehicle is able to smoothly slow down to a standstill in the event of a flat tire. Fig. 4 illustrates a schematic diagram of a manner of distributing braking force when a wheel bursts according to some embodiments of the present disclosure. As shown in fig. 4, the braking force is distributed 402 when the vehicle is in a state of not being punctured: 50% of the front axle desired braking force is distributed to the left front wheel 108-1, and 50% is distributed to the right front wheel 108-2; 50% of the rear axle desired braking force is distributed to the left rear wheel 108-3 and 50% is distributed to the right rear wheel 108-4. When the left front wheel 108-1 of the vehicle is in a flat state, the braking force is distributed 404 in such a manner that: the 20% front axle desired braking force is distributed to the left front wheel 108-1 where a flat tire occurs, the 60% front axle desired braking force is distributed to the right front wheel 108-2, the 10% front axle desired braking force is distributed to the left rear wheel 108-3, and the 10% front axle desired braking force is distributed to the right rear wheel 108-4. In this way, the offset condition of the vehicle due to tire burst can be trimmed, and the stable state of the vehicle can be maintained.

It should be understood that in the case where the wheel where the tire burst occurs is the left front wheel belonging to the front axle, the braking forces of the corresponding rear axle desired braking forces to be distributed to the left and right rear wheels may be adjusted. Further, after the wheel of the vehicle with the tire burst is the left front wheel and the distribution result of the front axle expected braking force is correspondingly adjusted, the running information of the vehicle can be obtained according to the preset time interval (for example, 1s, 2s and the like), and whether the vehicle is stable in the running process is determined according to the running information of the vehicle. And under the condition that the stability of the vehicle is detected to be not in accordance with the preset requirement, the distribution result of the expected braking force of the rear axle can be correspondingly adjusted. In this way, the vehicle can be freely accelerated and decelerated within a certain range, and the running direction of the vehicle is ensured to be controllable.

In some embodiments, in the case where there are a plurality of wheels that are punctured and respectively belong to the front axle and the rear axle (for example, the vehicle that is punctured is the left front wheel and the left rear wheel), the manner of distribution of the front axle desired braking force and the rear axle desired braking force may be adjusted simultaneously. The specific distribution mode can be determined according to parameters such as the slip angle and the slip rate of the vehicle. In one example, the respective allocation patterns may be determined according to preset correspondence between slip states and yaw rates and braking forces of the respective wheels.

Additionally or alternatively, the total braking force may also be distributed to the left front wheel, the left rear wheel, the right front wheel, the right rear wheel directly in accordance with the puncture information of the vehicle. For example, in the case where the wheel where the tire burst occurs is the left front wheel, 60% of the total braking force may be distributed to the right rear wheel, 20% of the total braking force may be distributed to the right front wheel, 10% of the total braking force may be distributed to the left rear wheel, and 10% of the total braking force may be distributed to the left front wheel.

In some embodiments, to ensure that the braking forces distributed to the individual wheels are within a safe range (e.g., to ensure that the front axle braking force distributed to the front axle is less than the maximum braking force), the magnitude of the desired braking force distributed to the front axle or the rear axle may be adjusted according to the magnitude of the longitudinal force to which the tire is subjected. It will be appreciated that the longitudinal, lateral and vertical forces experienced by a tire during movement of a vehicle are determined primarily by the slip angle, slip ratio, coefficient of friction between the tire and the road surface, etc. of the tire under different vertical loads. In some embodiments, the dynamics (e.g., longitudinal force) of the tire may be determined using a corresponding tire model of the vehicle. The tire model may include, among other things, a theoretical tire model (e.g., a Pacejka model), an empirical tire model (e.g., a Magic model), an adaptive model (e.g., a neural network-based tire model).

FIG. 5 illustrates a schematic diagram of determining dynamics of a vehicle using a tire model, according to some embodiments of the present disclosure. As shown in FIG. 5, input variables 502 (e.g., longitudinal slip rate 502-1, wheel vertical load 502-2, road adhesion coefficient 502-3) may be input into a tire model 504, and corresponding output variables 506 (e.g., longitudinal force 506-1, lateral force 506-2, aligning torque 506-3) may be determined by the tire model 504. Wherein the tire model may determine the output variable based on the following equation (3):

Fx＝Dsin[Carctan{Bα-E(Bα-arctan(Bα))}]μFz (3)

where Fx is the longitudinal force 506-1, α is the longitudinal slip ratio 502-1 or slip angle, D is the peak factor, μ is the adhesion coefficient between the tire and the road, and Fz is the wheel vertical load. B is a stiffness factor, C is a curve shape factor, and E is a curve curvature factor.

In some embodiments, the longitudinal force Fxfa of the front axle may be determined using equation (3). In order to ensure that the braking force distributed to the front axle is within the safe range, a smaller value of force may be selected from the longitudinal force Fxfa of the front axle and the front axle desired braking force Ffa as the final front axle desired braking force distributed to the front axle. For example, the front axle desired braking force Ffa to be assigned to the front axle may be determined by the following formula (4) _target ：

Ffa _target ＝min(Fxfa,Ffa) (4)

In some embodiments, in addition to the tire burst factor, other conditions may cause the wheels of the vehicle to be in an abnormal state, and in order to ensure the stability of the vehicle during the running process, when the tire burst instruction of the vehicle is received, the wheels indicated by the tire burst instruction may be detected to verify whether the wheels are in a tire burst state. And if the wheel is detected to be in the non-tire burst state, not responding to the received tire burst indication. Where unresponsive means that braking forces are not redistributed. In some embodiments, in a case where a tire burst indication is received, a wheel speed change condition of a wheel indicated by the tire burst indication within a preset time period may be obtained. If the wheel speed change condition of the wheel does not accord with a preset wheel speed change curve, the wheel is in a tire burst-free state; if the wheel speed change condition of the wheel accords with a preset wheel speed change curve, the wheel is in a tire burst state. The preset wheel speed change curve can be obtained by fitting according to experimental results.

Various states of the corresponding vehicle in different application scenarios at the time of tire burst are described below with reference to fig. 6 to 10. Fig. 6 illustrates a schematic view of a skid phase when a tire burst occurs at a wheel in a front axle according to some embodiments of the present disclosure. As shown in fig. 6, in the event that the vehicle is in a flat condition (e.g., the right front wheel in the front axle of the vehicle is in a flat condition) and the driver of the vehicle has not depressed the brake pedal to send a brake request 602, the vehicle is now in a coasting condition. In this case, the braking force of the wheel (for example, the left front wheel) in which the puncture does not occur in the front axle can be adjusted. For example, a certain control force 604 may be applied to the left front wheel according to a preset increasing trend when the right front wheel is flat until the vehicle is stationary. By the mode, even if a driver does not timely step on the brake pedal when the tire is burst, the deviation condition of the vehicle due to the tire burst can be corrected, so that the vehicle can be kept to normally run at a reduced speed to a stop within a safe braking distance, safety accidents are avoided, and the driving safety is improved.

Fig. 7 illustrates a schematic diagram of adjusting braking force when a tire burst occurs at a wheel in a front axle according to some embodiments of the present disclosure. As shown in fig. 7, in the case where the vehicle is in a flat state (e.g., the right front wheel in the front axle of the vehicle is in a flat state) and the driver of the vehicle is constantly pressing the brake pedal 702, the maximum braking force 704 allowed by the front axle can be set according to the maximum braking force that the motor can provide in the current running environment, avoiding the occurrence of wheel locking of the front axle due to excessive applied braking force. The braking force provided by the front axle cannot reach the magnitude of the braking force expected to be distributed due to the tire burst condition of the wheels of the front axle. It is therefore necessary to reduce the braking forces distributed to the left and right front wheels. For example, the braking force 706 of the right front wheel may be reduced and the braking force 708 of the left front wheel may be reduced when a tire burst occurs on the right front wheel. The degree of reduction in the braking force of the left front wheel is smaller than the degree of reduction in the braking force of the right front wheel. It should be appreciated that the braking force 710 of the rear axle may be increased in order to provide sufficient braking force when braking the vehicle, as a portion of the braking force may be lost due to a tire burst occurring at the wheels in the front axle. By the aid of the method, braking force can be distributed more accurately, reasonably and effectively when the vehicle is in a tire burst state, and accordingly the vehicle can stably run when the vehicle is in the tire burst state.

Fig. 8 illustrates a schematic view of energy recovery in the event of a tire burst of a wheel in a front axle according to some embodiments of the present disclosure. As shown in fig. 8, in the case where the vehicle is in a flat state (e.g., the right front wheel in the front axle of the vehicle is in a flat state) and the driver of the vehicle is constantly pressing the brake pedal, if the braking energy recovery system is provided in the vehicle, the motor brake 802 may be turned off according to a preset turning-off trend to turn the motor brake into a hydraulic brake. The braking energy recovery system can comprise a generator, a storage battery and an intelligent battery management system, wherein the generator and the storage battery are matched with a vehicle type, and the intelligent battery management system can monitor the electric quantity of the battery. The braking energy recovery system recovers the excess energy released by the vehicle during braking or freewheeling, converts it into electrical energy by the generator, and stores it in the battery for later acceleration. When the vehicle is decelerated and braked, the motion energy of the vehicle can be converted into electric energy through a braking energy recovery technology, stored in a storage battery and further converted into driving energy.

As shown in fig. 8, after switching to hydraulic braking, the hydraulic braking system may apply a gradually increasing rear axle braking force 804 to the rear axle of the vehicle, but the applied rear axle braking force cannot be greater than the maximum braking force allowed by the rear axle. Still further, the hydraulic brake system may apply braking forces within a safe range to the left and right front wheels of the vehicle. It is understood that the braking force 806 applied to the left front wheel of the vehicle is greater than the braking force 808 applied to the right front wheel of the vehicle.

Fig. 9 illustrates a schematic diagram of another energy recovery mode in the event of a tire burst of a wheel in a front axle according to some embodiments of the present disclosure. As shown in fig. 9, in a case where the vehicle is in a flat state (for example, the right front wheel in the front axle of the vehicle is in a flat state) and the driver of the vehicle is constantly pressing the brake pedal, if the brake system of the vehicle is of a hybrid brake type (both the motor brake system and the hydraulic brake system), the motor brake 802 may be turned off according to a preset turning-off tendency, and the hydraulic brake system may provide a braking force required to brake the vehicle. For example, it is possible to reduce the braking force 902 of the hydraulic brake system that distributes the braking force to the left front wheel and reduce the braking force 904 of the hydraulic brake system that distributes the braking force to the right front wheel when a tire burst occurs in the right front wheel. The degree of reduction in the braking force of the left front wheel is smaller than the degree of reduction in the braking force of the right front wheel. It should be appreciated that the braking force provided by the hydraulic brake system may be increased to be distributed to the rear axle in order to provide sufficient braking force when braking the vehicle, as a result of a tire burst occurring in the front axle, losing a portion of the braking force. By the aid of the method, braking force can be applied more accurately and effectively, and accordingly the vehicle can stably run even when the tire is burst.

Fig. 10 shows a schematic view of a vehicle state when a tire burst occurs in a wheel in a front axle according to an embodiment of the present disclosure. As shown in fig. 10, in the case where the vehicle is in a flat state (e.g., the right front wheel in the front axle of the vehicle is in a flat state), the driver of the vehicle does not depress the brake pedal at the first time of the flat, but depresses the brake pedal 1004 after a period of time when the flat occurs. In this case, the energy recovery system may be shut down when a puncture occurs. After the driver presses the brake pedal, the braking force of the wheel (for example, the left front wheel FL) of the front axle, in which no tire burst occurs, may be adjusted according to the braking force adjustment method shown in fig. 8, so as to correct the deviation of the vehicle caused by the tire burst, thereby enabling the vehicle to keep the normal deceleration running to the stop within a safe braking distance, avoiding the occurrence of safety accidents, and improving the driving safety.

In addition, when other wheels of the vehicle are punctured, operations such as braking force distribution, turning off motor braking to hydraulic braking may be performed according to the methods described in the above embodiments, and will not be described herein.

Fig. 11 illustrates a schematic diagram of a control flow of a vehicle when the vehicle bursts, according to some embodiments of the present disclosure. As shown in fig. 11, a puncture indication 1102 may be received. The puncture indication includes information of the wheel where the puncture has occurred. Upon receiving the puncture indication, a wheel indicated by the puncture indication as having a puncture may be detected in response to the puncture indication to determine whether the indicated wheel has a puncture. If the indicated wheel is not flat, then no action 1106 is taken. For example, the braking force of each wheel may continue to be distributed according to a preset braking force distribution strategy. If the indicated wheel is truly a flat tire, a flat tire indication may be sent to the vehicle dynamics control (Vehicle Dynamics Control, VDC) system 1108. The VDC system has the main functions of avoiding the vehicle from being out of control by actively controlling the dynamic performance of the vehicle when the vehicle is in an uncontrollable condition and bringing the vehicle back to a normal driving route.

As shown in fig. 11, the VDC system may determine whether control of the dynamic performance of the vehicle is required 1110 based on the collected vehicle information. If the VDC determines that control of the vehicle is required, the braking force for braking the vehicle may be distributed 1112 by the VDC system to ensure the vehicle's stationary state. If the VDC determines that control of the vehicle is not required, a control system (e.g., control system 106 shown in FIG. 1) may be utilized to distribute 1114 the braking force. After determining the manner of distribution of the braking force in the manner described above, a braking system (e.g., braking system 106 shown in FIG. 1) may be utilized to apply braking forces to individual wheels of the vehicle to brake 1116 the vehicle.

Fig. 12 illustrates a block diagram of an apparatus 1200 for braking force of a wheel of a vehicle, according to some embodiments of the present disclosure. As shown in fig. 12, the apparatus 1200 includes a first braking force determination unit 1202 configured to determine, in the event that a wheel of the vehicle is detected to be in a flat state, flat information of the vehicle and a first braking force of the vehicle lost due to flat. The apparatus 1200 further comprises a total braking force determination unit 1204 configured to determine a total braking force for braking wheels of the vehicle based on the second braking force desired by the driver of the vehicle and the first braking force. The apparatus 1200 further comprises a braking force distribution unit 1206 configured to determine braking forces of individual wheels in the vehicle by distributing the total braking force according to the puncture information.

In some embodiments, the total braking force determination unit 1204 is further configured to: determining a braking force desired by the driver in response to a braking request of the driver; determining a second braking force by amplifying the braking force; and determining a total braking force for braking wheels of the vehicle based on the first braking force and the second braking force.

In some embodiments, wherein the vehicle has a front axle and a rear axle, the brake force distribution unit 1206 is further configured to: determining a front axle desired braking force of the front axle and a rear axle desired braking force of the rear axle by distributing the total braking force according to the front axle braking force distribution coefficient and the rear axle braking force distribution coefficient; and determining braking forces of respective wheels in the vehicle by distributing the front axle desired braking force and the rear axle desired braking force to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel of the vehicle based on the puncture information.

In some embodiments, the brake force distribution unit 1206 further includes a front axle brake force distribution module configured to obtain a slip rate of the front axle, a road surface adhesion coefficient, and a wheel vertical load; determining a first candidate braking force of the front axle according to the slip ratio, the road surface adhesion coefficient and the vertical load of the wheels; determining a second candidate braking force of the front axle by distributing the total braking force according to the front axle braking force distribution coefficient; and determining a front axle desired braking force of the front axle based on a result of comparing the first candidate braking force and the second candidate braking force.

In some embodiments, the braking force distribution unit 1206 further includes a wheel braking force distribution module configured to obtain a slip state, a yaw rate, respectively, for the left front wheel and/or the right front wheel in the event that the wheel in which the blowout occurred is the left front wheel and/or the right front wheel; and adjusting a distribution result of the front axle desired braking force based on the slip state and the yaw rate.

In some embodiments, the braking force distribution unit 1206 is further configured to reduce the braking force of the front axle desired braking force to be distributed to the left front wheel and increase the braking force of the front axle desired braking force to be distributed to the right front wheel, the left rear wheel, and the right rear wheel based on the slip state and the yaw rate in the case where the wheel where the tire burst occurs is the left front wheel.

In some embodiments, the wheel brake force distribution module is further configured to adjust a distribution result of the rear axle desired brake force based on stability of the vehicle.

In some embodiments, the apparatus 600 further comprises: a puncture detection unit configured to receive a puncture indication for indicating a puncture of the vehicle and a wheel in which the puncture has occurred; responding to the tire burst indication, and detecting the wheel indicated by the tire burst indication; and in the event that the wheel is detected to be in a non-flat condition, not responding to the received flat indication.

In some embodiments, the tire burst detection unit includes a wheel speed detection module configured to obtain a wheel speed change condition corresponding to a wheel in a preset time period; and detecting whether the tire state of the wheel is a flat tire state based on whether the wheel speed change condition accords with the preset wheel speed change condition.

In some embodiments, the apparatus 600 further comprises an energy recovery system shut-down module configured to shut down the energy recovery system of the vehicle according to a preset shut-down strategy if a wheel of the vehicle is detected to be in a flat state.

It will be appreciated that at least one of the many advantages that can be achieved by the methods or processes described above can be achieved with the apparatus 1200 of the present disclosure. For example, the device 1200 can reasonably distribute braking forces to each wheel according to collected tire burst information when a vehicle is in a tire burst condition, so that the stress of the vehicle can be balanced even when the vehicle is in the tire burst condition, and the vehicle can stably run at a reduced speed until the vehicle is stopped, thereby avoiding the problem of out of control when the vehicle is in a tire burst condition, and further improving the safety coefficient when the vehicle is in the tire burst condition.

Fig. 13 shows a schematic block diagram of an example device 1300 that may be used to implement embodiments of the present disclosure. As shown in fig. 13, device 1300 includes a processor 1301 that can perform various suitable actions and processes in accordance with computer program instructions stored in a Read Only Memory (ROM) 1302 loaded into a Random Access Memory (RAM) 1303. In the RAM1303, various programs and data required for the operation of the device 1300 can also be stored. The processor 1301, the ROM1302, and the RAM1303 are connected to each other through a bus 1304. An input/output (I/O) interface 1305 is also connected to bus 1304.

Various of the procedures and processes described above, such as method 200, may be performed by processor 1301. For example, in some embodiments, the method 200 may be implemented as a computer software program tangibly embodied on a machine-readable medium. In some embodiments, some or all of the computer program may be loaded and/or installed onto device 1300 via ROM 1302. When the computer program is loaded into RAM1303 and executed by processor 1301, one or more actions of method 200 described above may be performed.

The present disclosure may be methods, apparatus, systems, and/or computer program products. The computer program product may include a computer readable storage medium having computer readable program instructions embodied thereon for performing aspects of the present disclosure.

The computer readable storage medium may be a tangible device that can hold and store instructions for use by an instruction execution device. The computer readable storage medium may be, for example, but not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: random Access Memory (RAM), read Only Memory (ROM), erasable programmable read only memory (EPROM or flash memory), static Random Access Memory (SRAM), and any suitable combination of the foregoing. Computer-readable storage media, as used herein, are not to be construed as transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., optical pulses through fiber optic cables), or electrical signals transmitted through wires.

The computer readable program instructions described herein may be downloaded from a computer readable storage medium to a respective computing/processing device or to an external computer or external storage device over a network, such as the internet, a local area network, a wide area network, and/or a wireless network. The network may include copper transmission cables, fiber optic transmissions, wireless transmissions, routers, firewalls, switches, gateway computers and/or edge servers. The network interface card or network interface in each computing/processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium in the respective computing/processing device.

Computer program instructions for performing the operations of the present disclosure can be assembly instructions, instruction Set Architecture (ISA) instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, c++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program instructions may be executed entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider). In some embodiments, aspects of the present disclosure are implemented by personalizing electronic circuitry, such as programmable logic circuitry, field Programmable Gate Arrays (FPGAs), or Programmable Logic Arrays (PLAs), with state information of computer readable program instructions, which can execute the computer readable program instructions.

Various aspects of the present disclosure are described herein with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer-readable program instructions.

These computer readable program instructions may be provided to a processing unit of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processing unit of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks. These computer readable program instructions may also be stored in a computer readable storage medium that can direct a computer, programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer readable medium having the instructions stored therein includes an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.

The computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer, other programmable apparatus or other devices implement the functions/acts specified in the flowchart and/or block diagram block or blocks.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s). In some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The foregoing description of the embodiments of the present disclosure has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described. The terminology used herein was chosen in order to best explain the principles of the embodiments, the practical application, or the technical improvement of the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. A method for determining braking force of a wheel of a vehicle, comprising:

under the condition that the wheels of the vehicle are detected to be in a tire burst state, determining tire burst information of the vehicle and first braking force of the vehicle lost due to tire burst;

determining a total braking force for braking wheels of the vehicle based on a second braking force desired by a driver of the vehicle and the first braking force; and

the braking force of each wheel in the vehicle is determined by distributing the total braking force according to the tire burst information.

2. The method of claim 1, wherein the determining a total braking force for braking wheels of the vehicle based on the second braking force desired by a driver of the vehicle and the first braking force comprises:

Determining a braking force desired by the driver in response to a braking request of the driver;

determining a second braking force by amplifying the braking force; and

based on the first braking force and the second braking force, a total braking force for braking wheels of the vehicle is determined.

3. The method of claim 1, wherein the vehicle has a front axle and a rear axle, the determining braking force for each wheel in the vehicle by distributing the total braking force according to the flat tire information comprising:

determining a front axle desired braking force of the front axle and a rear axle desired braking force of the rear axle by distributing the total braking force according to a front axle braking force distribution coefficient, a rear axle braking force distribution coefficient; and

the braking force of each wheel in the vehicle is determined by distributing the front axle desired braking force and the rear axle desired braking force to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel of the vehicle based on the tire burst information.

4. A method according to claim 3, wherein determining a front axle desired braking force of the front axle and a rear axle desired braking force of the rear axle by distributing the total braking force according to a front axle braking force distribution coefficient, a rear axle braking force distribution coefficient comprises:

Acquiring the slip rate of the front axle, the road surface attachment coefficient and the vertical load of the wheels;

determining a first candidate braking force of the front axle according to the slip ratio, the road surface attachment coefficient and the vertical load of the wheels;

determining a second candidate braking force of the front axle by distributing the total braking force according to a front axle braking force distribution coefficient; and

a front axle desired braking force of the front axle is determined based on a result of comparing the first candidate braking force and the second candidate braking force.

5. A method according to claim 3, wherein the determining the braking force of each wheel in the vehicle by distributing the front axle desired braking force and the rear axle desired braking force to the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel of the vehicle based on the puncture information comprises:

under the condition that the wheel with the tire burst is the left front wheel and/or the right front wheel, acquiring the slip state and the yaw rate respectively corresponding to the left front wheel and/or the right front wheel; and

and adjusting a distribution result of the front axle desired braking force based on the slip state and the yaw rate.

6. The method of claim 5, wherein said adjusting the distribution of the front axle desired braking force based on the slip state and the yaw rate comprises:

in the case where the wheel where the tire burst occurs is the left front wheel, based on the slip state and the yaw rate, the braking force of the front axle desired braking force to be distributed to the left front wheel is reduced and the braking force of the front axle desired braking force to be distributed to the right front wheel, the left rear wheel, and the right rear wheel is increased.

7. The method of claim 6, further comprising:

based on the stability of the vehicle, the distribution result of the rear axle desired braking force is adjusted.

8. The method of claim 1, further comprising:

receiving a tire burst indication, wherein the tire burst indication is used for indicating that the vehicle bursts and wheels burst;

detecting a wheel indicated by the puncture indication in response to the puncture indication; and

and in the case that the wheel is detected to be in a non-tire burst state, not responding to the received tire burst indication.

9. The method of claim 8, wherein the detecting the wheel indicated by the puncture indication comprises:

Acquiring a wheel speed change condition corresponding to the wheel in a preset time period; and

and detecting whether the tire state of the wheel is a tire burst state or not based on whether the wheel speed change condition accords with a preset wheel speed change condition.

10. The method of claim 1, further comprising:

and under the condition that the wheels of the vehicle are detected to be in a tire burst state, closing the energy recovery system of the vehicle according to a preset closing strategy.

11. An apparatus for determining braking force of a wheel of a vehicle, comprising:

a first braking force determination unit configured to determine, in a case where it is detected that a wheel of the vehicle is in a flat state, flat information of the vehicle and a first braking force of the vehicle lost due to flat;

a total braking force determination unit configured to determine a total braking force for controlling wheels of the vehicle based on a second braking effort desired by a driver of the vehicle and the first braking force; and

and a braking force distribution unit configured to distribute the total braking force according to the tire burst information to determine braking forces of the respective wheels in the vehicle.

12. A controller, comprising:

At least one processor; and

a memory coupled to the at least one processor and having instructions stored thereon that, when executed by the at least one processor, cause the controller to perform the method of any of claims 1-10.

13. A vehicle comprising the controller of claim 12.

14. A computer program product tangibly stored on a non-volatile computer readable medium and comprising machine executable instructions which, when executed, cause a machine to perform the steps of the method according to any one of claims 1 to 10.