Vehicle tire burst control method and device, vehicle, storage medium and program product

Abstract

The invention relates to the technical field of tire burst control, and discloses a vehicle tire burst control method and device, a vehicle, a storage medium and a program product.The vehicle tire burst control method includes the steps that after vehicle tire burst is detected based on vehicle condition information parameters, the tire burst information is adjusted according to an offset adjusting mode corresponding to the position of a tire burst wheel and the vehicle condition information parameters; the power-assisted steering torque and the yaw velocity of the vehicle are adjusted, so that the vehicle enters a stable state with the low yaw velocity, the driving torque of the non-tire-burst wheel is conveniently redistributed, vehicle transient control is cooperatively performed from multiple dimensions, and the real-time performance is high. And the method is not limited by the current working condition of the vehicle, so that the vehicle can be kept stable after tire burst and has the stable running capacity at a certain speed, potential safety hazards such as rollover and drifting of the vehicle after tire burst are avoided, and the safety of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of tire blowout control, and in particular to a vehicle tire blowout control method, device, vehicle, storage medium and program product. Background Art

[0002] On domestic highways, tire blowouts can easily cause traffic accidents. In addition, with the improvement of automobile manufacturing level and road environment, the speed of vehicles is gradually increasing. When a tire blowout occurs during high-speed driving, it seriously affects the personal safety of drivers and passengers. Since tire blowouts occur transiently, improper or untimely handling by drivers will cause serious consequences. How to control stability after a tire blowout has become an urgent safety issue.

[0003] As for the vehicle stability control method after a tire blowout, the deflection angle can be determined by the tire blowout signal, steering wheel angle signal, etc. to correct the vehicle steering. When the vehicle speed is fast, there is no need to apply braking force to the tire blowout wheel, thereby improving the stability of the vehicle after a tire blowout. However, this method is not suitable for working conditions such as deceleration. The yaw angular velocity can also be used as a control target to control the yaw angular velocity of each wheel so that the wheel speed difference of each wheel is less than a threshold to achieve gradual parking. However, in some scenes with dense traffic, controlling the vehicle to slow down and stop is likely to affect the personal safety of the driver and passengers. In addition, after the vehicle has a tire blowout, the center of mass of the vehicle can be transferred to the center of mass triangle area of ​​the non-flattened wheel according to the wheel load to allow the vehicle to continue driving. However, this method cannot effectively control the entire vehicle in real time during the tire blowout transient, resulting in poor control effect and difficulty in ensuring the personal safety of users. Summary of the invention

[0004] In view of this, the present invention provides a vehicle tire blowout control method, device, vehicle, storage medium and program product to solve the problems that the prior art has few applicable working conditions, poor instantaneous control effect, and difficulty in ensuring user personal safety.

[0005] In a first aspect, the present invention provides a vehicle tire blowout control method, the method comprising:

[0006] After detecting a tire blowout of the vehicle based on the collected vehicle condition information parameters, determining the location of the wheel with the blowout;

[0007] Based on the vehicle condition information parameters, the steering assist torque of the vehicle is adjusted;

[0008] Based on the vehicle condition information parameter and the offset adjustment method corresponding to the position of the tire blown wheel, the vehicle is controlled to enter a stable state with a yaw angular velocity being a first target yaw angular velocity;

[0009] After the vehicle enters a stable state, the driving torque of the non-flattened wheel is adjusted according to the torque distribution method corresponding to the position of the flattened wheel and the vehicle condition information parameters.

[0010] Beneficial effects: After a tire blowout is detected based on vehicle condition information parameters, the steering assist torque and yaw rate of the vehicle are adjusted according to the offset adjustment method corresponding to the position of the tire blowout wheel and the vehicle condition information parameters, so that the vehicle enters a stable state with a small yaw rate, which is convenient for redistributing the driving torque of the non-flattened wheels, and the vehicle transient control is coordinated from multiple dimensions with strong real-time performance. It is not limited by the current working conditions of the vehicle, so that the vehicle can maintain stability after a tire blowout and has the ability to drive smoothly at a certain speed, avoiding the occurrence of safety hazards such as rollover and tail swing of the tire blowout vehicle, and improving vehicle safety.

[0011] In an optional implementation, the vehicle condition information parameter includes an actual yaw rate; based on the vehicle condition information parameter and an offset adjustment method corresponding to the position of the tire blown wheel, controlling the vehicle to enter a stable state where the yaw rate is a first target yaw rate includes:

[0012] The difference between the actual yaw angular velocity and the first target yaw angular velocity is used as a regulation target of the proportional-integral regulator to calculate the braking torque and the first additional yaw moment;

[0013] Based on the position of the tire-bursting wheel, determine a first wheel located on the same axle as the tire-bursting wheel, and determine a second wheel located on the same side of the vehicle as the first wheel;

[0014] When it is detected that the braking torque is not greater than the maximum braking torque corresponding to the ground on which the vehicle is located, applying the braking torque to the second wheel to adjust the vehicle from the actual yaw rate to the first target yaw rate, and controlling the vehicle to enter a stable state;

[0015] Alternatively, when it is detected that the braking torque is greater than the maximum braking torque, the maximum braking torque is applied to the second wheel, the driving torque of the first wheel is reduced based on the first additional yaw torque, the vehicle is adjusted from the actual yaw angular velocity to the first target yaw angular velocity, and the vehicle is controlled to enter a stable state.

[0016] Beneficial effect: After a tire blowout is detected, the difference between the actual yaw angular velocity and the first target yaw angular velocity is used as the control target to obtain the braking torque and the first additional yaw moment. Since the ground on which the vehicle is located has the maximum braking torque that it can allow, if the braking torque applied to the wheel exceeds the maximum braking torque, it is easy to cause the wheel to slip, which is not conducive to the stability of the vehicle. Therefore, when the braking torque of this embodiment is not greater than the maximum braking torque corresponding to the ground on which the vehicle is located, the second wheel to which the braking force needs to be applied is determined according to the position of the tire blowout wheel, and the braking torque is applied to the second wheel to control the yaw angular velocity of the vehicle to make it enter a stable state; when the braking torque is greater than the maximum braking torque, in addition to applying the maximum braking torque to the second wheel, the driving torque of the first wheel located on the same axle as the tire blowout wheel is also reduced, and the two cooperate to control the yaw angular velocity of the vehicle, thereby adjusting the yaw moment of the vehicle so that the vehicle no longer deviates and is stable.

[0017] In an optional embodiment, the vehicle includes an electronic stability control system, the electronic stability control system includes a traction control system and a vehicle dynamic control system; applying a braking torque to the second wheel includes:

[0018] Applying braking torque to the second wheel using the vehicle dynamics control system in the electronic stability control system;

[0019] Reducing the driving torque of the first wheel based on the first additional yaw moment includes:

[0020] The drive torque of the first wheel is reduced based on the first additional yaw moment by using a traction control system in an electronic stability control system.

[0021] Beneficial effects: The traction control system and the vehicle dynamic control system in the electronic stability control system are used together to control the yaw moment, so that the vehicle changes from an unstable state to a stable state, and the existing resources of the vehicle are fully utilized. Without introducing a redundant control system, the instantaneousness of the vehicle's steady-state control is improved.

[0022] In an optional implementation manner, the vehicle condition information parameter includes an actual yaw rate; and adjusting the driving torque of the non-flat tire wheel according to the torque distribution mode corresponding to the position of the tire-flat wheel and the vehicle condition information parameter includes:

[0023] Determine a second target yaw rate using a preset vehicle two-degree-of-freedom model and vehicle condition information parameters, and determine a second additional yaw moment based on the second target yaw rate and the actual yaw rate;

[0024] Based on the vehicle condition information parameter and the second additional yaw moment, and in accordance with the torque distribution method corresponding to the position of the tire-punctured wheel, determine the new drive torque corresponding to each non-flattened wheel;

[0025] Based on the new driving torque corresponding to each non-flattened wheel, the current driving torque of each non-flattened wheel is adjusted.

[0026] Beneficial effect: After the vehicle enters a stable state, the driving torque of the non-flat tire is redistributed according to the position of the flat tire and the additional yaw torque, making the vehicle run more smoothly. The control method is less restricted by the current working conditions of the vehicle, does not affect the driver's driving intention, and can ensure smoother driving.

[0027] In an optional implementation manner, the vehicle condition information parameter includes a total driving torque of the vehicle; based on the vehicle condition information parameter and the second additional yaw moment, and in accordance with a torque distribution method corresponding to the position of the tire-punctured wheel, determining a new driving torque corresponding to each non-flattened wheel includes:

[0028] Determine the vertical load of each non-flat tire wheel based on the vehicle condition information parameter, and obtain the torque distribution coefficient of each non-flat tire wheel according to the vertical load;

[0029] Based on the position of the tire-bursting wheel, determine a third wheel located on the same side of the vehicle as the tire-bursting wheel, and determine a fourth wheel located on a different side of the vehicle from the tire-bursting wheel; the third wheel and the fourth wheel are both wheels without tire-bursting;

[0030] calculating a new driving torque corresponding to the third wheel based on the product of the difference between the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the third wheel;

[0031] Based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel, a new driving torque corresponding to the fourth wheel is calculated.

[0032] Beneficial effect: This embodiment calculates the new driving torque of each non-flattened wheel according to the total driving torque, the second additional yaw and the vertical load of each non-flattened wheel, so as to redistribute the driving torque of each non-flattened wheel, thereby making the vehicle run more smoothly and enabling the vehicle to continue running or slow down and stop.

[0033] In an optional implementation, after the vehicle enters a stable state, the method further includes:

[0034] Determine the collapse height of the tire blowout wheel based on the vehicle condition information parameters;

[0035] The target suspension height is calculated based on the sum of the actual suspension height and the collapsed height of the tire-punctured wheel;

[0036] Adjust the vehicle's current suspension height to the target suspension height.

[0037] Beneficial effect: After the vehicle enters a stable state, the vehicle chassis level is adjusted by adjusting the vehicle suspension height, thereby reducing the vehicle roll angle and reducing the load of the tire bursting wheel to a certain extent.

[0038] In an optional implementation, the vehicle condition information parameter includes a current vehicle speed, and the vehicle includes an electric power steering system; and adjusting the steering assist torque of the vehicle based on the vehicle condition information parameter includes:

[0039] Determine a calibrated steering assist torque corresponding to the current vehicle speed, and calculate a target steering assist torque according to the product of the calibrated steering assist torque and a preset attenuation coefficient;

[0040] The electric power steering system is used to reduce the current steering assist torque of the vehicle to the target steering assist torque.

[0041] Beneficial effect: By utilizing the electric power steering system, the steering assist torque of the steering wheel is reduced at the moment of a tire blowout, thereby preventing the driver from accidentally steering the wheel in panic caused by a tire blowout. However, the basic power assist function of the steering wheel is retained, the stability of the steering wheel is enhanced, and the purpose of helping to stabilize the vehicle is achieved.

[0042] In an optional implementation, the vehicle condition information parameter includes the tire pressure of each wheel at different times; and detecting a tire blowout of the vehicle based on the collected vehicle condition information parameter includes:

[0043] According to the tire pressure of each wheel at different times, the tire pressure change rate of each wheel is calculated;

[0044] For each wheel, if it is detected that the tire pressure change rate of the current wheel is greater than the preset tire pressure change rate, it is determined that the current wheel has a tire blowout.

[0045] Beneficial effect: The tire pressure change rate is calculated according to the tire pressure of each wheel at different times to determine whether the vehicle has a tire blowout, which is convenient for determining the position of the tire blowout wheel and adjusting the stability of the vehicle in time.

[0046] In an optional implementation, after the vehicle enters a stable state, the method further includes:

[0047] The system warns the driver of a tire blowout and controls the vehicle's lights to flash to warn surrounding vehicles.

[0048] Beneficial effect: By prompting the driver and alerting surrounding vehicles, the life safety of the driver and drivers of surrounding vehicles is protected.

[0049] In an optional implementation, after the vehicle enters a stable state, the method further includes:

[0050] According to the driver's intention, the vehicle is controlled to slow down or stop.

[0051] Beneficial effect: The driver can choose to continue driving or slowly slow down and stop according to the surrounding conditions, making the vehicle driving process more in line with the current driving environment and meeting the driver's needs.

[0052] In a second aspect, the present invention provides a vehicle tire blowout control device, the device comprising:

[0053] A detection module, used to determine the position of the tire blowout wheel after detecting a tire blowout of the vehicle based on the collected vehicle condition information parameters;

[0054] A first processing module, used for adjusting the steering assist torque of the vehicle based on the vehicle condition information parameter;

[0055] A second processing module is used to control the vehicle to enter a stable state with a yaw angular velocity being a first target yaw angular velocity based on the vehicle condition information parameter and the offset adjustment method corresponding to the position of the tire burst wheel;

[0056] The third processing module is used to adjust the driving torque of the non-flat tire wheel according to the torque distribution method corresponding to the position of the flat tire wheel and the vehicle condition information parameter after the vehicle enters a stable state.

[0057] In a third aspect, the present invention provides a vehicle, comprising: a memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the vehicle tire blowout control method of the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0058] In a fourth aspect, the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the vehicle tire blowout control method of the first aspect or any corresponding embodiment thereof.

[0059] In a fifth aspect, the present invention provides a computer program product, comprising computer instructions for causing a computer to execute the vehicle tire blowout control method of the first aspect or any corresponding embodiment thereof.

[0060] The beneficial effects of the present invention are:

[0061] After detecting a tire blowout based on vehicle condition information parameters, the steering assist torque and yaw rate of the vehicle are adjusted according to the offset adjustment method corresponding to the position of the tire blowout wheel and the vehicle condition information parameters, so that the vehicle enters a stable state with a small yaw rate, which is convenient for redistributing the driving torque of the non-flattened wheels, and coordinates the transient control of the vehicle from multiple dimensions with strong real-time performance. It is not limited by the current working conditions of the vehicle, so that the vehicle can maintain stability after a tire blowout and has the ability to drive smoothly at a certain speed, avoiding the occurrence of safety hazards such as rollover and tail swing of the tire blowout vehicle, and improving vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0063] Figure 1 is a flow chart of a vehicle tire blowout control method according to an embodiment of the present invention;

[0064] Figure 2 is a structural schematic diagram of a vehicle tire blowout processing system according to an embodiment of the present invention;

[0065] Figure 3 is a flow chart of another vehicle tire blowout control method according to an embodiment of the present invention;

[0066] Figure 4 is a flow chart of another vehicle tire blowout control method according to an embodiment of the present invention;

[0067] Figure 5 is a flow chart of another vehicle tire blowout control method according to an embodiment of the present invention;

[0068] Figure 6 is a structural block diagram of a vehicle tire bursting device according to an embodiment of the present invention;

[0069] Figure 7 Schematic diagram of the hardware structure of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0070] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0071] According to incomplete statistics, traffic accidents caused by tire blowouts on domestic highways account for 70% of the total number of traffic accidents. In addition, with the improvement of automobile manufacturing level and the improvement of automobile road environment, the driving speed of automobiles has gradually increased. When a tire blowout occurs during high-speed driving, it is very easy to affect the personal safety of the driver. Since tire blowouts occur transiently, improper or untimely handling by the driver will cause serious consequences. How to control the stability after a tire blowout has become an urgent safety issue.

[0072] Regarding the vehicle stability control method after a tire blowout, the relevant technology controls the steering system according to the tire blowout signal, steering wheel angle signal, etc. to adjust the yaw rate, so that the vehicle can quickly stabilize, but it is not suitable for all working conditions; it is also possible to use the yaw angular velocity as the control target and brake each wheel so that the wheel speed difference is less than a threshold to control gradual parking, but speed reduction parking is not applicable to all working conditions; it is also possible to transfer the center of mass to the non-flattened center of mass triangle area based on the wheel load after detecting a tire blowout, so that the vehicle has the ability to continue driving, but this method cannot achieve transient control of the vehicle steady-state.

[0073] Therefore, an embodiment of the present invention provides a vehicle tire blowout control method, which can be used for four-wheel independently driven vehicles. By judging the stability of the vehicle with a tire blowout, the braking system, steering system, suspension system, and drive system are coordinated to perform multi-dimensional control, so that the vehicle can maintain stability after a tire blowout and have the ability to travel smoothly at a certain speed, thereby avoiding the occurrence of safety hazards such as rollover and tail swinging of the vehicle with a tire blowout, thereby improving the safety of the vehicle.

[0074] According to an embodiment of the present invention, an embodiment of a vehicle tire blowout control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0075] In this embodiment, a vehicle tire blowout control method is provided, which can be used for four-wheel drive vehicles, such as cars, etc. Figure 1 : is a flow chart of a vehicle tire blowout control method according to an embodiment of the present invention. Figure 1 As shown, the process includes the following steps:

[0076] Step S101, after a tire blowout is detected based on the collected vehicle condition information parameters, the position of the wheel with the blowout is determined.

[0077] Specifically, the vehicle condition information parameters include the total driving torque of the vehicle, the current vehicle speed, the actual yaw rate, the tire pressure of each wheel at different times, the actual suspension height and other parameters, which can be selectively obtained according to actual application requirements. Figure 2 As shown, an embodiment of the present invention provides a vehicle tire blowout processing system, wherein the vehicle is equipped with an information acquisition module 1 and a tire pressure monitoring module 3, wherein the information acquisition module 1 includes a tire pressure sensor 101, a steering wheel angle sensor 102, a suspension height sensor 103, a wheel speed sensor 104, and a yaw rate sensor 105. Each wheel is equipped with a tire pressure sensor 101, and the tire pressure monitoring module 3 mainly includes a tire pressure control unit 302 and a tire pressure and temperature acquisition unit 303, which transmits the tire pressure and temperature information of each tire via wireless frequency. In addition, the air suspension of each wheel is equipped with a suspension height sensor 103, which collects suspension height information in real time to facilitate the target control of the suspension height.

[0078] Furthermore, the vehicle's electric power steering system (EPS) is equipped with a steering wheel angle sensor 102 to provide information for determining the target direction of the vehicle; each wheel of the vehicle is equipped with a wheel speed sensor 104 to provide real-time information on the vehicle's wheel speed; the vehicle is equipped with a yaw rate sensor 105 to provide real-time information on the vehicle's actual yaw angular velocity and longitudinal acceleration.

[0079] In some optional implementations, the tire pressure change rate of each wheel can be calculated based on the tire pressure of each wheel at different times. For each wheel, if it is detected that the tire pressure change rate of the current wheel is greater than the preset tire pressure change rate, it is determined that the current wheel has a tire blowout.

[0080] Specifically, see again Figure 2 The tire pressure and temperature acquisition unit 303 collects the tire pressure data of each vehicle tire through the tire pressure sensor 101, and sends it to the tire pressure control unit 302 in the frequency domain signal. The tire pressure control unit 302 then sends the data to the tire pressure judgment unit 201 in the motion domain control module 2 via the CAN bus. The tire pressure judgment unit 201 compares the current tire pressure of the four wheels with the tire pressure of the previous cycle according to the received tire pressure, obtains the tire pressure change rate, identifies the wheel with the largest tire pressure change rate and the change rate is greater than the set threshold (which can be 20%), determines that the wheel has a tire blowout, and the motion domain control module 2 sends a tire blowout signal and determines the position of the tire blowout wheel.

[0081] For example, taking the left front tire blowout of the vehicle as an example, if the tire model is 215 / 50R17, the normal tire pressure corresponding to this model is 2.4 bar. After the left front tire blowout, the monitored left front tire pressure is 1 bar. The calculated left front tire pressure change rate is 58%, which is greater than the preset tire pressure change rate of 20%. The tire pressures of other vehicles have not changed, then the motion domain control module 2 determines that the left front wheel has a blowout.

[0082] In the embodiment of the present invention, the tire pressure change rate is calculated according to the tire pressure of each wheel at different times to determine whether the vehicle has a tire blowout, so as to determine the position of the tire blowout wheel and adjust the stability of the vehicle in time.

[0083] Step S102: adjusting the steering assist torque of the vehicle based on the vehicle condition information parameter.

[0084] Specifically, after a tire blowout is detected, the vehicle's EPS system can instantly control the vehicle's steering assist torque to perform preliminary adjustments to the vehicle's stability.

[0085] Step S103 , based on the vehicle condition information parameters and the offset adjustment method corresponding to the position of the tire blown wheel, the vehicle is controlled to enter a stable state with a yaw angular velocity being a first target yaw angular velocity.

[0086] Specifically, after a tire blowout is detected, the vehicle's electronic stability control system (ESC) is activated during the tire blowout transient, indicating that the vehicle is currently in an unstable state, and the vehicle's braking system performs stability control. After adjusting the steering wheel assist torque, the vehicle's yaw torque also needs to be controlled, such as Figure 2 As shown, the traction control system (TCS) in the ESC brake control module 4 can perform torque intervention, and at the same time, the vehicle dynamics control (VDC) in the ESC brake control module 4 performs braking control on the non-flat tire wheel. The two jointly control the yaw moment to ensure the stability of the vehicle body.

[0087] Step S104, after the vehicle enters a stable state, the driving torque of the non-flattened wheel is adjusted according to the torque distribution method corresponding to the position of the flattened wheel and the vehicle condition information parameters.

[0088] Specifically, if the ESC system is not activated or the ESC system changes from an activated state to an inactivated state during a tire blowout, the vehicle is currently in a stable state. Figure 2 The distributed drive unit 202 in the motion domain control module 2 shown performs torque vector control on the motors of the four wheels of the vehicle.

[0089] In some optional implementations, while adjusting the driving torque of the non-flat tire wheel, the suspension height of the vehicle can also be adjusted based on the vehicle condition information parameter. If the vehicle enters a stable state after a tire blowout, Figure 2 The air suspension control module 6 can adjust the vehicle chassis level according to the suspension height of each wheel relative to the vehicle body collected by the suspension height sensor 103 and by calculating the target suspension height.

[0090] In some optional implementations, after the vehicle enters a stable state, the driver can be prompted that the vehicle has a flat tire, and the vehicle lights can be controlled to flash to alert surrounding vehicles. For example, after the vehicle is in a stable state of a flat tire, the user is prompted that the tire has a flat tire through text or voice on the instrument panel, and the double flash lights are turned on to alert surrounding vehicles. By prompting the driver and alerting surrounding vehicles, the life safety of the driver and the drivers of surrounding vehicles is protected. In addition, after the vehicle enters a stable state, the driving trend of the vehicle can also be controlled according to the driver's intention.

[0091] The vehicle tire blowout control method provided in this embodiment detects a vehicle tire blowout based on the vehicle condition information parameters, and adjusts the steering assist torque and yaw rate of the vehicle according to the offset adjustment method corresponding to the tire blowout wheel position and the vehicle condition information parameters, so that the vehicle enters a stable state with a small yaw rate, which is convenient for redistributing the driving torque of the non-blowout wheels, and coordinates the vehicle transient control from multiple dimensions with strong real-time performance. Moreover, it is not limited by the current working conditions of the vehicle, so that the vehicle can maintain stability after a tire blowout and has the ability to drive smoothly at a certain speed, avoiding the occurrence of safety hazards such as rollover and tail swing of the tire blowout vehicle, and improving the safety of the vehicle.

[0092] In this embodiment, a vehicle tire blowout control method is provided, which can be used for a vehicle. Figure 3 : is a flow chart of a vehicle tire blowout control method according to an embodiment of the present invention. Figure 3 As shown, the process includes the following steps:

[0093] Step S301, after detecting a tire blowout based on the collected vehicle condition information parameters, determine the location of the wheel with the blowout. Figure 1 The description of step S101 of the illustrated embodiment will not be repeated here.

[0094] Step S302: adjusting the steering assist torque of the vehicle based on the vehicle condition information parameter.

[0095] Specifically, the vehicle condition information parameter includes the current vehicle speed, and the vehicle includes an electric power steering system. The above step S302 includes:

[0096] Step S3021, determining a calibrated steering assist torque corresponding to the current vehicle speed, and calculating a target steering assist torque according to the product of the calibrated steering assist torque and a preset attenuation coefficient.

[0097] Specifically, after the vehicle EPS system receives a tire blowout signal, the steering assist torque enters a speed-dependent degradation state, and the target steering assist torque is the calibrated steering assist torque at the current vehicle speed * the preset attenuation coefficient. For example, when the vehicle is running at 50 km / h, Figure 2 After receiving the tire blowout signal from the motion domain control module 2, the EPS steering control module 5 calibrates the steering assist torque corresponding to a vehicle speed of 50 km / h*0.5 to obtain the target steering assist torque.

[0098] Step S3022: using the electric power steering system to reduce the current steering assist torque of the vehicle to the target steering assist torque.

[0099] Specifically, using Figure 2 The EPS steering control module 5 in the vehicle reduces the current power assist torque of the vehicle.

[0100] In an embodiment of the present invention, an electric power steering system is used to reduce the steering assist torque of the steering wheel at the moment of a tire blowout, thereby preventing the driver from accidentally steering the wheel due to panic caused by a tire blowout. However, the basic power assist function of the steering wheel is retained, thereby enhancing the stability of the steering wheel and achieving the purpose of helping to stabilize the vehicle.

[0101] Step S303 : Based on the vehicle condition information parameter and the offset adjustment method corresponding to the position of the tire blown wheel, the vehicle is controlled to enter a stable state in which the yaw angular velocity is a first target yaw angular velocity.

[0102] Specifically, the vehicle condition information parameter includes the actual yaw rate, and the above step S303 includes:

[0103] Step S3031: Taking the difference between the actual yaw rate and the first target yaw rate as the adjustment target of the proportional-integral regulator, the braking torque and the first additional yaw moment are calculated.

[0104] Specifically, after a tire bursts on the vehicle, the ESC system is activated and the first target yaw rate may be determined based on a yaw rate that enables the vehicle to reach a stable state.

[0105] Specifically, the difference e r =|γ-γ exp |, where γ is the actual yaw rate of the vehicle, γ exp is the current target yaw rate (here refers to the first target yaw rate), when the difference e r If it is greater than the set threshold, e ris the adjustment target of the PI regulator. The braking torque T is calculated by PI regulation. b , the current additional yaw torque ΔM (here refers to the first additional yaw torque). For the specific implementation process of PI regulation, please refer to the detailed description of the relevant technology, which will not be repeated here.

[0106] Step S3032, based on the position of the wheel with the punctured tire, determine the first wheel located on the same axle as the wheel with the punctured tire, and determine the second wheel located on the same side of the vehicle as the first wheel.

[0107] Taking the left front wheel tire blowout as an example, the first wheel located on the same axle as the left front wheel with the blown tire is the right front wheel, and the second wheel located on the same side of the vehicle as the first wheel is the right rear wheel.

[0108] Specifically, according to the deviation direction of the actual yaw angular velocity and the specific position of the tire bursting wheel, it is determined to apply braking force to a certain wheel to adjust the difference e r If the braking force exceeds the maximum braking torque T allowed by the ground adhesion, the vehicle will be adjusted from an unstable state to a stable state. bmax At this time, a sufficiently large additional yaw torque ΔM cannot be actually generated, and the driving torque of the corresponding wheel needs to be reduced according to the remaining additional yaw torque.

[0109] Therefore, when the braking torque T is detected b Not greater than the maximum braking torque T corresponding to the ground on which the vehicle is located bmax , execute step S3033; otherwise, execute step S3034.

[0110] Step S3033, when it is detected that the braking torque is not greater than the maximum braking torque corresponding to the ground on which the vehicle is located, the braking torque is applied to the second wheel to adjust the vehicle from the actual yaw angular velocity to the first target yaw angular velocity, and control the vehicle to enter a stable state.

[0111] For example, a left front tire blowout is used as an example. After the left front tire blowout, the instantaneous increase in rolling resistance will cause the vehicle to generate a counterclockwise yaw torque due to the tire blowout, causing the vehicle to deviate to the left. If the braking torque T b Not greater than the maximum braking torque T allowed by the vehicle's ground adhesion bmax , at this time, only the braking torque T is applied to the right rear wheel b , a clockwise yaw moment can be generated to adjust the counterclockwise yaw moment caused by the tire blowout, so that the vehicle no longer deviates and remains stable.

[0112] Step S3034, when it is detected that the braking torque is greater than the maximum braking torque, the maximum braking torque is applied to the second wheel, the driving torque of the first wheel is reduced based on the first additional yaw torque, the vehicle is adjusted from the actual yaw angular velocity to the first target yaw angular velocity, and the vehicle is controlled to enter a stable state.

[0113] For example, a left front tire blowout is used as an example. After the left front tire blowout, the instantaneous increase in rolling resistance will cause the vehicle to generate a counterclockwise yaw torque due to the tire blowout, causing the vehicle to deviate to the left. If the braking torque T b Greater than the maximum braking torque T allowed by the vehicle's ground adhesion bmax At this time, it is necessary to reduce the torque of the coaxial right front wheel with the tire burst, and apply the maximum braking torque T to the right rear wheel. bmax , to generate a clockwise yaw moment to adjust the counterclockwise yaw moment caused by the tire blowout, so that the vehicle no longer deviates and is stable. It should be noted that the yaw moment generated above = vehicle center of mass moment of inertia * yaw angular acceleration, the deviation angle is also the yaw angular velocity, and the yaw angular acceleration is obtained after derivation.

[0114] In the embodiment of the present application, after a tire blowout is detected, the difference between the actual yaw rate and the first target yaw rate is used as the control target to obtain the braking torque and the first additional yaw moment. Since the ground on which the vehicle is located has the maximum braking torque that it can allow, if the braking torque applied to the wheel exceeds the maximum braking torque, it is easy to cause the wheel to slip, which is not conducive to the stability of the vehicle. Therefore, in this embodiment, when the braking torque is not greater than the maximum braking torque corresponding to the ground on which the vehicle is located, the second wheel to which the braking force needs to be applied is determined according to the position of the tire blowout wheel, and the braking torque is applied to the second wheel to control the yaw rate of the vehicle to make it enter a stable state; when the braking torque is greater than the maximum braking torque, in addition to applying the maximum braking torque to the second wheel, the driving torque of the first wheel located on the same axle as the tire blowout wheel is also reduced, and the two cooperate to control the yaw rate of the vehicle and adjust the yaw moment of the vehicle so that the vehicle no longer deviates and is stable.

[0115] In some optional embodiments, the vehicle includes an ESC system, the ESC includes a TCS system and a VDC system, the VDC system in the ESC system is used to apply a braking torque to the second wheel, and the TCS in the ESC system is used to reduce the driving torque of the first wheel based on the additional yaw moment.

[0116] For example, if the left front tire has a blowout and the vehicle deviates to the left, TCS intervenes in the torque reduction of the right front wheel on the same axis as the blowout, and VDC applies braking torque to the right rear wheel on the non-blowout side, jointly controlling the vehicle's yaw moment.

[0117] For example, if the right front wheel has a flat tire and the vehicle deviates to the right, the TCS intervenes in the torque reduction of the left front wheel on the same axis as the flat tire, and the VDC applies braking torque to the left rear wheel on the non-flat tire side, jointly controlling the vehicle yaw moment;

[0118] For example, if the left rear tire bursts and the vehicle deviates to the left, TCS intervenes in the torque reduction of the right rear wheel on the same axis as the burst tire, and VDC applies braking torque to the right front wheel on the non-blowout side, jointly controlling the vehicle yaw moment;

[0119] For example, if the right rear tire blows out and the vehicle deviates to the right, TCS intervenes in the torque reduction of the left rear wheel on the same axis as the blown tire, and VDC applies braking torque to the left front wheel on the non-blown tire side, jointly controlling the vehicle yaw moment;

[0120] It should be noted that the specific vehicle offset direction can be based on Figure 2 The yaw rate sensor 105 in the vehicle is used to determine the yaw rate. A positive yaw rate indicates that the vehicle is deviating to the left, and a negative yaw rate indicates that the vehicle is deviating to the right.

[0121] In the embodiment of the present invention, the TCS system and the VDC system in the ESC brake control module 4 jointly perform yaw moment control to change the vehicle from an unstable state to a stable state, and make full use of the existing resources of the vehicle. Without introducing a redundant control system, the instantaneousness of the vehicle's steady-state control is improved.

[0122] Step S304, after the vehicle enters a stable state, the suspension height of the vehicle is adjusted based on the vehicle condition information parameters, and at the same time, the driving torque of the non-flattened wheel is adjusted according to the torque distribution method and vehicle condition information parameters corresponding to the position of the flattened wheel, and the driving trend of the vehicle is controlled according to the driver's intention.

[0123] Specifically, the vehicle condition information parameters include the actual yaw rate and the actual suspension height of each wheel. The above step S304 includes:

[0124] Step S3041, determining the collapsed height of the tire punctured wheel based on the vehicle condition information parameters.

[0125] For example, according to the tire model of the vehicle, the collapsed height of the punctured tire is calculated as follows: 0.01*tire section width*aspect ratio-tire thickness after puncture 30 mm (calibrated amount) 。

[0126] Step S3042, based on the sum of the actual suspension height and the collapsed height of the tire with a punctured tire, a target suspension height is calculated, and the current suspension height of the vehicle is adjusted to the target suspension height.

[0127] Specifically, the target suspension height = the actual suspension height of the tire with a punctured tire collected by the height sensor + the collapsed height of the tire with a punctured tire. Figure 2 After the air suspension control module 6 in the system adjusts the suspension of the tire-bursting wheel to reach the target suspension height, if the height difference between the left and right sides is less than the second set threshold, the height adjustment is stopped, that is:

[0128] │(current height value of the left front wheel + current height value of the left rear wheel) - (current height value of the right front wheel + current height value of the right rear wheel)│≤8mm (second set threshold) + collapsed height value of the flat tire.

[0129] After the vehicle enters a stable state, the present embodiment adjusts the vehicle chassis level by adjusting the vehicle suspension height, thereby reducing the vehicle roll angle and reducing the load of the tire-bursting wheel to a certain extent. At the same time, the stiffness of the shock absorber can be increased, further improving the stability of the tire-bursting steady-state driving.

[0130] Step S3043: Determine a second target yaw rate using a preset vehicle two-degree-of-freedom model and vehicle condition information parameters, and determine a second additional yaw moment based on the second target yaw rate and the actual yaw rate.

[0131] Specifically, by Figure 2 The motion domain control module 2 shown calculates the current target yaw angular velocity γexp (herein the second target yaw angular velocity) according to the two-degree-of-freedom model of the vehicle, performs closed-loop control with the actual yaw angular velocity collected by the yaw rate sensor 105, and then performs feedforward control with the steering wheel steering angle collected by the steering wheel angle sensor 102, and calculates the increment of the current additional yaw torque ΔM (herein the second additional yaw torque). For details, please refer to the relevant technical description. The implementation method is briefly described below.

[0132] In some optional implementations, according to the two-degree-of-freedom model of the vehicle, it can be known that:

[0133]

[0134] Where a and b are the distances from the center of mass of the vehicle to the front and rear axles, respectively. yf 、F yr are the lateral forces of the front and rear wheels of the vehicle, δ f is the front wheel turning angle.

[0135] Furthermore, when the vehicle is in a stable state, according to the tire model:

[0136] F yf =k f α f , F yr =k r α r

[0137] In the formula, k f , kr are the cornering stiffness of the front and rear wheels, α f , α r are the sideslip angles of the front and rear wheels respectively. In addition, the relationship between the vehicle's sideslip angle, yaw rate and center of mass sideslip angle is as follows:

[0138]

[0139] Furthermore, the two-degree-of-freedom differential motion equation is derived from the above formula:

[0140]

[0141] Where m is the curb weight, v is x It should be noted that when the vehicle is in a steady state, and are all 0, the target yaw angular velocity can be derived:

[0142]

[0143] Where L is the wheelbase and K is the stability factor. Due to the limitation of the ground adhesion limit, the maximum value of the target yaw rate γ max Need to meet:

[0144]

[0145] Among them, μ is the road adhesion coefficient, g is the acceleration of gravity, and λ is the safety factor, which is generally taken as 0.85.

[0146] In some optional factual methods, the accessory yaw torque can be obtained based on the yaw rate sliding film control, and the yaw torque derived from the two-degree-of-freedom model Considering the additional yaw torque, the deformation is as follows:

[0147]

[0148] Among them, I z Represents the moment of inertia. Further, according to the synovial control, the deviation is first defined:

[0149] e r =γ-γ exp

[0150]

[0151] Furthermore, the definition of synovial surface s γ :

[0152]

[0153] Among them, cγ is the relative weight coefficient between the error and the error change rate. The synovial membrane adopts a constant speed approach, that is,

[0154] Therefore, the additional yaw moment is derived as:

[0155]

[0156] Step S3044: Based on the vehicle condition information parameter and the second additional yaw moment, and in accordance with the torque distribution method corresponding to the position of the tire-punctured wheel, determine the new driving torque corresponding to each non-flattened wheel.

[0157] In some optional implementations, the vehicle condition information parameter includes the total driving torque of the vehicle, and the above step S3044 includes:

[0158] Step a1, determining the vertical load of each non-flattened wheel based on the vehicle condition information parameter, and obtaining the torque distribution coefficient of each non-flattened wheel according to the vertical load.

[0159] Specifically, the vertical load of the vehicle dynamics is calculated as follows:

[0160]

[0161] Among them, m is the curb weight, L is the vehicle wheelbase, B is the front and rear wheelbase of the vehicle, a and b are the distances from the center of mass of the vehicle to the front and rear axles, and h is g is the height of the vehicle's center of gravity, a x 、a y are the longitudinal acceleration and lateral acceleration of the vehicle respectively, and g is the acceleration due to gravity.

[0162] Specifically, the torque distribution coefficient of the non-flat tire wheel is:

[0163]

[0164] Among them, F zi is the vertical load on the i-th non-flat tire wheel.

[0165] Step a2, based on the position of the wheel with a flat tire, determine the third wheel located on the same side of the vehicle as the wheel with a flat tire, and determine the fourth wheel located on a different side of the vehicle from the wheel with a flat tire; the third wheel and the fourth wheel are both wheels without a flat tire.

[0166] Taking the left front tire blowout as an example, the third wheel located on the same side of the vehicle as the wheel with the blowout is the left rear wheel, and the fourth wheel located on a different side of the vehicle from the wheel with the blowout is the right front wheel and the right rear wheel.

[0167] Step a3: calculating a new driving torque corresponding to the third wheel based on the product of the difference between the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the third wheel.

[0168] Specifically, the new driving torque T corresponding to the third wheel can be calculated according to the following formula: i :

[0169] T i =P i (T-ΔM)

[0170] Among them, T i is the new driving torque of the i-th non-flat tire, and T is the total driving torque of the vehicle.

[0171] Step a4: Calculate the new driving torque corresponding to the fourth wheel based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel.

[0172] Specifically, the new driving torque T corresponding to the fourth wheel can be calculated according to the following formula: i :

[0173] T i =P i (T+ΔM)

[0174] In the embodiment of the present application, the new driving torque of each non-flattened wheel is calculated based on the total driving torque, the second additional yaw and the vertical load of each non-flattened wheel, so as to redistribute the driving torque of each non-flattened wheel, thereby making the vehicle run more smoothly and enabling the vehicle to continue driving or slow down and stop.

[0175] Step S3045: adjusting the current driving torque of each non-flattened wheel based on the new driving torque corresponding to each non-flattened wheel.

[0176] For example, if the left front wheel has a tire blowout, part of the driving torque of the right front wheel and the right rear wheel on the non-blowout side is transferred to the left rear wheel, thereby increasing the driving torque of the left rear wheel.

[0177] For example, if the right front wheel has a tire blowout, part of the driving torque of the left front wheel and the left rear wheel on the non-blowout side is transferred to the right rear wheel to increase the driving torque of the right rear wheel.

[0178] For example, if the left rear wheel has a tire blowout, part of the driving torque of the right front wheel and the right rear wheel on the non-blowout side is transferred to the left front wheel, thereby increasing the driving torque of the left front wheel.

[0179] For example, if the right rear wheel has a tire blowout, part of the driving torque of the left front wheel and the left rear wheel on the non-blowout side is transferred to the right front wheel, thereby increasing the driving torque of the right front wheel.

[0180] In the embodiment of the present application, after the vehicle enters a stable state, Figure 2 The distributed drive unit 202 in the system redistributes the driving torque to the non-flat tire wheel according to the position of the flat tire and the additional yaw torque, so that the vehicle can travel more smoothly. In the related art, when the vehicle is in a stable state, the motor corresponding to the wheel on the other side of the coaxial wheel with the flat tire is braked to control the yaw torque, and the vehicle is decelerated to achieve stability and gradually reduce the speed. In the embodiment of the present application, when the vehicle is in a steady state, the control method is less restricted by the current working conditions of the vehicle, does not affect the driver's driving intention, can ensure smoother driving, and enables the vehicle to continue driving.

[0181] Step S3046, controlling the vehicle to decelerate or stop according to the driver's intention.

[0182] Specifically, the driver can choose to continue driving or slowly slow down and stop according to the surrounding conditions, so that the vehicle driving process is more in line with the current driving environment and meets the driver's needs.

[0183] The vehicle tire blowout control method provided in the present embodiment detects a vehicle tire blowout based on vehicle condition information parameters, and then adjusts the steering assist torque and yaw angular velocity of the vehicle according to the position of the tire blowout wheel and the vehicle condition information parameters to make the vehicle enter a stable state, and then adjusts the suspension height of the vehicle and redistributes the driving torque of the non-flattened wheels, and coordinates the braking system, steering system, suspension system, and drive system to perform multi-dimensional control, and at the same time controls the vehicle's driving trend according to the driver's intention, so that the vehicle can maintain stability after a tire blowout and has the ability to drive smoothly at a certain speed, thereby avoiding the occurrence of safety hazards such as rollover and tail swinging of the tire blown vehicle, and improving vehicle safety.

[0184] The vehicle tire blowout control method of the present invention is described in detail below with reference to a specific application example. The method can be applied to Figure 2 The vehicle tire blowout handling system is shown.

[0185] See again Figure 2 The vehicle tire blowout processing system is divided into an information acquisition module 1, a motion domain controller module 2, a tire pressure monitoring module 3, an ESC brake control module 4, an EPS steering control module 5, an air suspension control module 6 and a tire blowout prompt module 7. Through the above systems to handle tire blowouts, the vehicle tire blowout is controlled to be stable instantly, the impact of the tire blowout on the vehicle posture is reduced, and the surrounding vehicles are warned at the same time, so that the driver's life safety is protected.

[0186] Specifically, the system's information acquisition module can obtain the tire pressure, steering wheel angle, yaw rate, suspension height of each wheel, and wheel speed information of each vehicle. The tire pressure monitoring module sends the collected tire pressure to the motion domain controller module. The motion domain control module can determine whether a wheel has a flat tire and determine the location of the flat tire by comparing the tire pressure information of each vehicle, and perform distributed torque drive according to the position of the flat tire wheel when the vehicle is in a steady state. The air suspension control module adjusts the vehicle chassis to a level and increases the shock absorber stiffness, thereby achieving the purpose of smooth driving of the vehicle with a flat tire.

[0187] If the vehicle is in a non-steady state when a tire blows out, the system's ESC brake control module brakes or limits the torque on the corresponding wheels according to the direction of the vehicle's yaw rate offset, and the system's EPS control module downgrades the assist torque, thereby achieving the purpose of controlling vehicle stability during a tire blowout.

[0188] The system provides a tire blowout warning, prompts the driver through instrument lights or voice, and reminds surrounding vehicles to evade through double flashes.

[0189] like Figure 4 As shown, the execution steps of the above system are as follows:

[0190] Step S1, collecting vehicle condition information parameters.

[0191] like Figure 5 As shown, vehicle information such as vehicle wheel speed information, tire pressure information, steering wheel angle signal, actual yaw angular velocity, etc. is obtained.

[0192] Step S2, determining whether the vehicle is in a tire blowout state.

[0193] See again Figure 5 The motion domain controller receives the wheel pressure information from the tire pressure monitoring module and compares the tire pressure change rate of each vehicle. When the tire pressure change rate is greater than the threshold, it is determined that a wheel of the vehicle has a flat tire, and a flat tire signal and the location of the flat tire wheel are issued.

[0194] Step S3: If there is a tire blowout, the vehicle stability is adjusted according to the information parameters of the vehicle condition.

[0195] See again Figure 5, tire blowout transient, stability control for non-steady-state vehicles. At the moment of tire blowout, the ESC of the braking system determines the direction of vehicle deviation based on the actual yaw rate deviation direction, and then determines whether to activate ESC based on the difference between the target yaw rate and the actual yaw rate and whether the center of mass sideslip angle is less than the threshold. If ESC is activated, the tire blowout transient vehicle is in an unsteady state, and ESC performs stability control of the unsteady-state tire blowout transient vehicle. If ESC is not activated, the tire blowout transient vehicle is in a stable state. After ESC activation ends or the tire blowout transient vehicle itself is in a stable state, the motion domain controller performs distributed torque drive control of the tire blowout steady state.

[0196] Step S4, in the transient state of tire burst, the EPS is controlled to adjust the steering assist torque according to the vehicle speed and steering wheel angle information to enhance the steering wheel stability.

[0197] See again Figure 5 When the EPS system receives a tire blowout signal, the steering assist torque enters a speed-dependent degradation state, that is, the current vehicle speed assist torque * attenuation coefficient, which improves steering wheel stability and prevents the driver from panicking and making the wrong turn.

[0198] Step S5, in the transient state of tire burst, the braking force is distributed and the torque is limited through VDC and TCS to keep the vehicle in a steady state.

[0199] See again Figure 5 The stability control of the vehicle in the transient non-steady state of tire blowout is that the ESC determines the torque limitation of the motor of the coaxial wheel on the non-flat tire side according to the position of the flat tire and the ground adhesion coefficient, and performs braking control on the motor of the non-coaxial wheel on the non-flat tire side to generate a control yaw moment, which is used to eliminate the additional yaw moment generated by the difference between the actual yaw angular velocity and the target yaw angular velocity.

[0200] Step S6, when the vehicle is in a steady state, the air suspension is controlled to level the vehicle chassis according to the vehicle speed and tire blowout information, and the stiffness of the shock absorber is adjusted to improve the vehicle handling stability.

[0201] See again Figure 5 The air suspension recalibrates the target height of each wheel according to the collapse value of the blown tire and the information of each suspension height sensor. When the blown tire reaches the target suspension height, the height difference between the left and right sides of the vehicle is less than the threshold, and the adjustment is completed. The load of the blown tire is reduced through vehicle leveling control, delaying tread damage and driving more smoothly. When the vehicle is leveled synchronously, the shock absorber stiffness is adjusted to improve the driving stability of the blown tire.

[0202] Step S7, when the vehicle is in a steady state, distributed drive is performed through torque control of the remaining wheel-side motors to achieve steady-state driving or slow and smooth parking of the vehicle.

[0203] See again Figure 5 , stability control of the tire-puncture vehicle in steady state, including the tire-puncture transient is steady state or in steady state after ESC control, and the motion domain controller performs distributed torque vector control. Considering the road adhesion coefficient and motor drive torque factors, part of the motor torque of the two wheels on the non-puncture side is transferred to the motor of the non-coaxial wheel on the same side of the tire-puncture wheel, so that the vehicle has the ability to travel at a certain speed in steady state.

[0204] Step S8, prompting the user that there is a tire blowout and giving a tire blowout reminder.

[0205] Specifically, when the vehicle is in a tire blowout state, a tire blowout reminder is issued, the driver is prompted by instrument lights or voice, and other surrounding vehicles are prompted by double flash lights.

[0206] The present application improves the safety and stability of a vehicle at the moment of a tire blowout through multi-dimensional vehicle coordination control, so that the vehicle can maintain stability after a tire blowout and have the ability to travel smoothly at a certain speed.

[0207] This application identifies whether the vehicle has a tire blowout by judging whether the tire pressure change rate is greater than a threshold value. After a tire blowout is confirmed, stability is adjusted in multiple dimensions, including ESC stability control in the non-steady state at the moment of a tire blowout and EPS reducing the steering assist torque. After the vehicle is stable, the motion domain controller uses the torque distributed control of the remaining wheel-side motors to synchronously adjust the chassis level of the suspension system, adjust the shock absorber stiffness, and improve the vehicle's handling stability, thereby achieving the effect of driving the vehicle at a certain speed after stability control after a tire blowout.

[0208] In this embodiment, a vehicle tire blowout control device is also provided, which is used to implement the above-mentioned embodiments and preferred embodiments, and the descriptions that have been made will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0209] This embodiment provides a vehicle tire blowout control device, such as Figure 6 As shown, including:

[0210] The detection module 601 is used to determine the position of the tire blowout wheel after detecting the tire blowout of the vehicle based on the collected vehicle condition information parameters;

[0211] A first processing module 602 is used to adjust the steering assist torque of the vehicle based on the vehicle condition information parameter;

[0212] The second processing module 603 is used to control the vehicle to enter a stable state with a yaw angular velocity of a first target yaw angular velocity based on the vehicle condition information parameter and the offset adjustment method corresponding to the position of the tire burst wheel;

[0213] The third processing module 604 is used to adjust the driving torque of the non-flattened wheel according to the torque distribution mode and vehicle condition information parameters corresponding to the position of the flattened wheel after the vehicle enters a stable state.

[0214] In some optional implementations, the vehicle condition information parameter includes the tire pressure of each wheel at different times; the detection module 601 is further used to:

[0215] According to the tire pressure of each wheel at different times, the tire pressure change rate of each wheel is calculated;

[0216] For each wheel, if it is detected that the tire pressure change rate of the current wheel is greater than the preset tire pressure change rate, it is determined that the current wheel has a tire blowout.

[0217] In some optional implementations, the vehicle condition information parameter includes the current vehicle speed, and the vehicle includes an electric power steering system; the first processing module 602 is further used for:

[0218] Determine a calibrated steering assist torque corresponding to the current vehicle speed, and calculate a target steering assist torque according to the product of the calibrated steering assist torque and a preset attenuation coefficient;

[0219] The electric power steering system is used to reduce the current steering assist torque of the vehicle to the target steering assist torque.

[0220] In some optional implementations, the vehicle condition information parameter includes an actual yaw rate; and the second processing module 603 is further configured to:

[0221] The difference between the actual yaw angular velocity and the first target yaw angular velocity is used as a regulation target of the proportional-integral regulator to calculate the braking torque and the first additional yaw moment;

[0222] Based on the position of the tire-bursting wheel, determine a first wheel located on the same axle as the tire-bursting wheel, and determine a second wheel located on the same side of the vehicle as the first wheel;

[0223] When it is detected that the braking torque is not greater than the maximum braking torque corresponding to the ground on which the vehicle is located, applying the braking torque to the second wheel to adjust the vehicle from the actual yaw rate to the first target yaw rate, and controlling the vehicle to enter a stable state;

[0224] Alternatively, when it is detected that the braking torque is greater than the maximum braking torque, the maximum braking torque is applied to the second wheel, the driving torque of the first wheel is reduced based on the first additional yaw torque, the vehicle is adjusted from the actual yaw angular velocity to the first target yaw angular velocity, and the vehicle is controlled to enter a stable state.

[0225] In some optional implementations, the vehicle includes an electronic stability control system, which includes a traction control system and a vehicle dynamic control system; the second processing module 603 is further used to:

[0226] Applying braking torque to the second wheel using the vehicle dynamics control system in the electronic stability control system;

[0227] The drive torque of the first wheel is reduced based on the first additional yaw moment by using a traction control system in an electronic stability control system.

[0228] In some optional implementations, after the vehicle enters a stable state, the third processing module 604 is further configured to:

[0229] Determine the collapse height of the tire blowout wheel based on the vehicle condition information parameters;

[0230] The target suspension height is calculated based on the sum of the actual suspension height and the collapsed height of the tire-punctured wheel;

[0231] Adjust the vehicle's current suspension height to the target suspension height.

[0232] In some optional implementations, the vehicle condition information parameter includes an actual yaw rate; and the third processing module 604 is further configured to:

[0233] Determine a second target yaw rate using a preset vehicle two-degree-of-freedom model and vehicle condition information parameters, and determine a second additional yaw moment based on the second target yaw rate and the actual yaw rate;

[0234] Based on the vehicle condition information parameter and the second additional yaw moment, and in accordance with the torque distribution method corresponding to the position of the tire-punctured wheel, determine the new drive torque corresponding to each non-flattened wheel;

[0235] Based on the new driving torque corresponding to each non-flattened wheel, the current driving torque of each non-flattened wheel is adjusted.

[0236] In some optional implementations, the vehicle condition information parameter includes the total driving torque of the vehicle; the third processing module 604 is further used for:

[0237] Determine the vertical load of each non-flat tire wheel based on the vehicle condition information parameter, and obtain the torque distribution coefficient of each non-flat tire wheel according to the vertical load;

[0238] Based on the position of the tire-bursting wheel, determine a third wheel located on the same side of the vehicle as the tire-bursting wheel, and determine a fourth wheel located on a different side of the vehicle from the tire-bursting wheel; the third wheel and the fourth wheel are both wheels without tire-bursting;

[0239] calculating a new driving torque corresponding to the third wheel based on the product of the difference between the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the third wheel;

[0240] Based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel, a new driving torque corresponding to the fourth wheel is calculated.

[0241] In some optional implementations, the third processing module 604 is further configured to:

[0242] After the vehicle enters a stable state, the driver is notified of a tire blowout and the vehicle's lights are controlled to flash to alert surrounding vehicles.

[0243] In some optional implementations, after the vehicle enters a stable state, the third processing module 604 is further configured to:

[0244] According to the driver's intention, the vehicle is controlled to slow down or stop.

[0245] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0246] The vehicle tire blowout control device in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0247] The embodiment of the present invention further provides a vehicle having the above Figure 6 The vehicle tire blowout control device is shown.

[0248] See also Figure 7 , Figure 7 is a schematic diagram of the structure of a vehicle provided by an optional embodiment of the present invention, such as Figure 7As shown, the vehicle includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses for communication, and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the vehicle, including instructions stored in or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 7 A processor 10 is taken as an example.

[0249] The processor 10 may be a central processing unit, a network processor or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be a dedicated integrated circuit, a programmable logic device or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic or any combination thereof.

[0250] The memory 20 stores instructions executable by at least one processor 10, so that the at least one processor 10 executes the method shown in the above embodiment.

[0251] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and applications required for at least one function; the data storage area may store data created according to the use of the vehicle, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely arranged relative to the processor 10, and these remote memories may be connected to the vehicle via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0252] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid state drive; the memory 20 may also include a combination of the above types of memory.

[0253] The vehicle further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30 and the output device 40 may be connected via a bus or other means. Figure 7The example of connecting through bus is taken in the following.

[0254] The input device 30 can receive input digital or character information, and generate key signal input related to the user settings and function control of the vehicle, such as a touch screen. The output device 40 may include a display device, an auxiliary lighting device (e.g., LED) and a tactile feedback device (e.g., a vibration motor), etc. The above-mentioned display device includes but is not limited to a liquid crystal display, a light emitting diode, a display and a plasma display. In some optional embodiments, the display device can be a touch screen.

[0255] The embodiment of the present invention also provides a computer-readable storage medium. The method according to the embodiment of the present invention can be implemented in hardware, firmware, or can be implemented as a computer code that can be recorded in a storage medium, or can be downloaded through a network and originally stored in a remote storage medium or a non-temporary machine-readable storage medium and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a random access memory, a flash memory, a hard disk or a solid-state hard disk, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor, or hardware, the method shown in the above embodiment is implemented.

[0256] A part of the present invention may be applied as a computer program product, such as a computer program instruction, which, when executed by a computer, can call or provide the method and / or technical solution according to the present invention through the operation of the computer. Those skilled in the art should understand that the existence of the computer program instruction in a computer-readable medium includes, but is not limited to, a source file, an executable file, an installation package file, etc., and accordingly, the way in which the computer program instruction is executed by the computer includes, but is not limited to: the computer directly executes the instruction, or the computer compiles the instruction and then executes the corresponding compiled program, or the computer reads and executes the instruction, or the computer reads and installs the instruction and then executes the corresponding installed program. Here, the computer-readable medium may be any available computer-readable storage medium or communication medium accessible to the computer.

[0257] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A vehicle tire blowout control method, characterized in that: The method comprises: After detecting a tire blowout of the vehicle based on the collected vehicle condition information parameters, determining the location of the wheel with the blowout; Based on the vehicle condition information parameter, adjusting the steering assist torque of the vehicle; Based on the vehicle condition information parameter and the offset adjustment method corresponding to the position of the tire blown wheel, controlling the vehicle to enter a stable state with a yaw angular velocity being a first target yaw angular velocity; After the vehicle enters a stable state, the driving torque of the non-flattened wheel is adjusted according to the torque distribution mode corresponding to the position of the flattened wheel and the vehicle condition information parameter.

2. The method according to claim 1, characterized in that The vehicle condition information parameter includes an actual yaw rate; and the controlling the vehicle to enter a stable state in which the yaw rate is a first target yaw rate based on the vehicle condition information parameter and an offset adjustment method corresponding to the position of the tire blown wheel includes: The difference between the actual yaw rate and the first target yaw rate is used as a regulation target of the proportional-integral regulator to calculate the braking torque and the first additional yaw moment; Based on the position of the tire-bursting wheel, determine a first wheel located on the same axle as the tire-bursting wheel, and determine a second wheel located on the same side of the vehicle as the first wheel; When it is detected that the braking torque is not greater than the maximum braking torque corresponding to the ground on which the vehicle is located, applying the braking torque to the second wheel to adjust the vehicle from the actual yaw rate to the first target yaw rate, and controlling the vehicle to enter a stable state; Alternatively, when it is detected that the braking torque is greater than the maximum braking torque, the maximum braking torque is applied to the second wheel, the driving torque of the first wheel is reduced based on the first additional yaw moment, the vehicle is adjusted from the actual yaw angular velocity to the first target yaw angular velocity, and the vehicle is controlled to enter a stable state.

3. The method according to claim 2, characterized in that The vehicle includes an electronic stability control system, which includes a traction control system and a vehicle dynamic control system; applying the braking torque to the second wheel includes: applying the braking torque to the second wheel using a vehicle dynamic control system in the electronic stability control system; The reducing the driving torque of the first wheel based on the first additional yaw moment includes: A traction control system in the electronic stability control system is used to reduce the driving torque of the first wheel based on the first additional yaw moment.

4. The method according to claim 1, characterized in that: The vehicle condition information parameter includes an actual yaw rate; The step of adjusting the driving torque of the non-flattened wheel according to the torque distribution mode corresponding to the position of the flattened wheel and the vehicle condition information parameter comprises: Determine a second target yaw rate using a preset vehicle two-degree-of-freedom model and the vehicle condition information parameter, and determine a second additional yaw moment based on the second target yaw rate and the actual yaw rate; Based on the vehicle condition information parameter and the second additional yaw moment, and in accordance with a torque distribution method corresponding to the position of the tire-punctured wheel, determine a new driving torque corresponding to each non-flattened wheel; Based on the new driving torque corresponding to each non-flattened wheel, the current driving torque of each non-flattened wheel is adjusted.

5. The method according to claim 4, characterized in that The vehicle condition information parameter includes a total driving torque of the vehicle; and determining a new driving torque corresponding to each non-flat tire wheel based on the vehicle condition information parameter and the second additional yaw moment and in accordance with a torque distribution method corresponding to the position of the flat tire wheel includes: Determine the vertical load of each non-flat tire wheel based on the vehicle condition information parameter, and obtain the torque distribution coefficient of each non-flat tire wheel according to the vertical load; Based on the position of the tire-bursting wheel, determine a third wheel located on the same side of the vehicle as the tire-bursting wheel, and determine a fourth wheel located on a different side of the vehicle from the tire-bursting wheel; the third wheel and the fourth wheel are both wheels without tire-bursting; calculating a new driving torque corresponding to the third wheel based on a product of a difference between the total driving torque and the second additional yaw moment and a torque distribution coefficient corresponding to the third wheel; Based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel, a new driving torque corresponding to the fourth wheel is calculated.

6. The method according to claim 1, characterized in that After the vehicle enters a stable state, the method further includes: Determining the collapsed height of the tire with a punctured tire based on the vehicle condition information parameter; The target suspension height is calculated based on the sum of the actual suspension height and the collapsed height of the tire-punctured wheel; The current suspension height of the vehicle is adjusted to the target suspension height.

7. The method according to claim 1, characterized in that The vehicle condition information parameter includes a current vehicle speed, and the vehicle includes an electric power steering system; and adjusting the steering power torque of the vehicle based on the vehicle condition information parameter includes: Determine a calibrated steering assist torque corresponding to the current vehicle speed, and calculate a target steering assist torque according to the product of the calibrated steering assist torque and a preset attenuation coefficient; The electric power steering system is used to reduce the current steering assist torque of the vehicle to the target steering assist torque.

8. The method according to any one of claims 1 to 7, characterized in that The vehicle condition information parameters include the tire pressure of each wheel at different times; the detection of a vehicle tire blowout based on the collected vehicle condition information parameters includes: According to the tire pressure of each wheel at different times, the tire pressure change rate of each wheel is calculated; For each wheel, if it is detected that the tire pressure change rate of the current wheel is greater than the preset tire pressure change rate, it is determined that the current wheel has a tire blowout.

9. The method according to any one of claims 1 to 7, characterized in that: After the vehicle enters a stable state, the method further includes: The system warns the driver of a tire blowout and controls the vehicle's lights to flash to warn surrounding vehicles.

10. The method according to any one of claims 1 to 7, characterized in that After the vehicle enters a stable state, the method further includes: According to the driver's intention, the vehicle is controlled to slow down or stop.

11. A vehicle tire blowout control device, characterized in that: The device comprises: A detection module, used to determine the position of the tire blowout wheel after detecting a tire blowout of the vehicle based on the collected vehicle condition information parameters; A first processing module, configured to adjust the steering assist torque of the vehicle based on the vehicle condition information parameter; a second processing module, configured to control the vehicle to enter a stable state in which the yaw angular velocity is a first target yaw angular velocity based on the vehicle condition information parameter and an offset adjustment method corresponding to the position of the tire burst wheel; The third processing module is used to adjust the driving torque of the non-flattened wheel according to the torque distribution method corresponding to the position of the flattened wheel and the vehicle condition information parameter after the vehicle enters a stable state.

12. A vehicle, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the vehicle tire blowout control method according to any one of claims 1 to 10 by executing the computer instructions.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the vehicle tire blowout control method according to any one of claims 1 to 10.

14. A computer program product, characterized in that The method comprises computer instructions for causing a computer to execute the vehicle tire burst control method according to any one of claims 1 to 10.

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