Vehicle tire blowout control methods, systems, programs, products, media and equipment

Abstract

This application provides a vehicle tire blowout control method, system, program product, medium, and device. The method includes the following steps: acquiring information about the blown tire wheel, the current target steering wheel angle, and the current yaw rate; calculating the target yaw rate based on a vehicle model using the blown tire wheel information and the current target steering wheel angle; calculating the steering wheel angle adjustment amount using feedforward control and feedback control of the yaw rate based on the current yaw rate and the target yaw rate; and controlling the vehicle to perform a steering angle equal to the steering wheel angle adjustment amount. The blown tire wheel information includes the wheel dynamics information of the blown tire wheel. This method improves the response speed and control accuracy of tire blowout control, and can comprehensively improve the driving stability and safety of the vehicle under tire blowout conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle tire blowout control technology, specifically to a vehicle tire blowout control method, a vehicle tire blowout control system, a computer program product, a computer-readable storage medium, and a computer device. Background Technology

[0002] Currently, vehicle stability control mainly relies on active safety systems such as Electronic Stability Program (ESP). Its basic principle is: sensors collect information such as steering wheel angle and yaw rate, calculate the driver's desired target yaw rate, and compare it with the actual yaw rate; when the deviation exceeds a threshold, the system applies braking force to one or more wheels to generate a corrective torque to maintain vehicle stability.

[0003] However, when a tire blows out, the tire's lateral stiffness drops sharply and rolling resistance increases suddenly, causing significant changes in the vehicle's dynamic characteristics. Traditional control methods mainly rely on feedback adjustment based on yaw rate deviation, failing to fully consider the real-time dynamic information of the blown wheel itself (such as wheel speed changes and rolling resistance changes). Therefore, they suffer from response lag under blowout conditions, making it difficult to quickly and accurately correct the disturbance torque generated by the blowout, and the control precision needs further improvement.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] Depending on the specific aspects, one of the problems this application aims to solve is how to improve the response speed and control accuracy of vehicle tire blowout control.

[0006] In addition, this application aims to solve or alleviate other technical problems existing in the prior art.

[0007] According to one aspect of this application, the following is provided: A method for controlling tire blowout in vehicles, comprising the following steps: Collect information on the tire blowout wheel, the current target steering wheel angle, and the current yaw rate; Calculate the target yaw rate based on the tire blowout wheel information and the current target steering wheel angle using the vehicle model; Based on the current yaw rate and the target yaw rate, the steering wheel angle adjustment is calculated through feedforward control and feedback control of the yaw rate. The vehicle is controlled to perform a steering angle equal to the steering wheel angle adjustment amount; The information about the blown-out tire includes the wheel dynamics information of the blown-out tire.

[0008] According to a second aspect of this application, this application provides a vehicle tire blowout control system, which includes: The data acquisition module collects information about the tire blowout wheel, the current target steering wheel angle, and the current yaw rate. The calculation module calculates the target yaw rate based on the tire blowout wheel information and the current target steering wheel angle, using the vehicle model. The yaw rate control module calculates the steering wheel angle adjustment based on the current yaw rate and the target yaw rate through feedforward control and feedback control of the yaw rate. The steering control module controls the vehicle to perform a steering angle equal to the steering wheel angle adjustment.

[0009] According to a third aspect of this application, this application provides a computer program product, including a computer program that, when executed, implements the vehicle tire blowout control method described above.

[0010] According to a fourth aspect of this application, this application provides a computer-readable storage medium on which a computer program is stored, the computer program implementing the vehicle tire blowout control method described above when executed by a processor.

[0011] According to a fifth aspect of this application, this application provides a computer device including a storage module, a processor, and a computer program stored on the storage module and executable on the processor, wherein the processor executes the computer program to implement the vehicle tire blowout control method described above.

[0012] The advantages of this application include at least the following: 1. The vehicle tire blowout control method of this application, by introducing tire blowout wheel information (such as wheel speed change, rolling resistance change, etc.), can more accurately reflect the actual dynamic state of the vehicle after a tire blowout, and improve the calculation accuracy of the target yaw rate and the control accuracy of yaw rate control. 2. The vehicle tire blowout control method of this application adopts a combination of feedforward control and feedback control. The feedforward part can quickly respond to the disturbance torque generated by the tire blowout based on the tire blowout information, while the feedback part is used to eliminate the steady-state error in the control process, effectively shortening the system response time. In addition, by applying a precise steering angle adjustment to the steering wheel, the additional yaw moment caused by the tire blowout can be compensated more effectively, enabling the vehicle yaw rate to quickly track the target value, thereby improving the vehicle's driving stability under tire blowout conditions. 3. The vehicle tire blowout control method proposed in different embodiments of this application provides different control methods according to different driving states of the vehicle (such as free rolling, acceleration, braking) when a single tire blows out, and provides control methods that cooperate with other vehicle systems (such as ABS, VDC system) when they intervene. It improves the vehicle's controllability and driving stability in emergency situations for various vehicle operating conditions during tire blowout. 4. One embodiment of the vehicle tire blowout control method of this application can be deeply integrated with the vehicle autonomous driving system, enabling the autonomous driving system to make decisions based on the current stability limits of the vehicle and adjust the lateral and longitudinal safety boundaries of the autonomous driving system in a timely manner at the moment of tire blowout. This avoids the risk caused by the autonomous driving system continuing to operate in the normal mode after tire blowout, and enables the vehicle to maintain a stable posture more smoothly during the deceleration process after tire blowout, reducing the risk of driver panic or secondary accidents caused by excessive control intervention. Attached Figure Description

[0013] Referring to the accompanying drawings, the above and other features of this application will become apparent, wherein, Figure 1 A schematic flowchart of a vehicle tire blowout control method according to one embodiment of this application is shown. Figure 2 A schematic diagram of a vehicle tire blowout control system according to one embodiment of this application is shown. Detailed Implementation

[0014] It is readily understood that, based on the technical solution of this application, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this application. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this application and should not be considered as the entirety of this application or as limitations or restrictions on the technical solution of this application.

[0015] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive. Furthermore, the terms "first," "second," "third," and similar expressions are used for descriptive and distinguishing purposes only and should not be construed as indicating or implying the relative importance of the corresponding components or the order of components or assembly sequence.

[0016] refer to Figure 1This diagram illustrates a flow chart of a vehicle tire blowout control method according to an embodiment of this application, where S100-S400 correspond to various method steps. This control method takes into account the wheel dynamics information of the blown-out wheel and employs a yaw rate control method combining feedforward and feedback control to improve the control accuracy and response speed of the tire blowout control. The method includes the following steps: S100: Collects information on the tire blowout wheel, the current target steering wheel angle, and the current yaw rate; S200: Calculate the target yaw rate based on the vehicle model according to the information of the blown tire and the current target steering wheel angle; S300: Calculate the steering wheel angle adjustment amount based on the current yaw rate and the target yaw rate through feedforward control and feedback control of the yaw rate; S400: Controls the vehicle to perform a steering angle equal to the steering wheel angle adjustment amount; The tire blowout information includes the wheel dynamics information of the blowout tire.

[0017] In this control method, the tire blowout control information collected includes not only the position information of the blown wheel (i.e., which wheel(s) out of the four wheels has blown), but also the wheel dynamics information of the blown wheel. In one embodiment, this wheel dynamics information includes the wheel speed, rolling resistance, longitudinal force, and lateral force of the blown wheel. Furthermore, this wheel dynamics information can also include the slip ratio during braking and the slip ratio during driving motion. By introducing the wheel dynamics information of the blown wheel, the current vehicle driving conditions and wheel states can be better matched according to the vehicle model, thereby more accurately calculating the target yaw rate that gives the current vehicle high driving stability, improving the control accuracy of the tire blowout control method; it also allows for further refined and targeted control strategies based on the wheel dynamics information of the blown wheel, which will be described in more detail below.

[0018] In one embodiment of this application, the current target steering angle should be understood as the steering angle determined based on the current steering requirements of the vehicle. This can be, for example, derived from the steering angle currently input by the driver through real-time steering wheel rotation, or in another embodiment, from the target steering angle currently provided by the vehicle's autonomous driving system, particularly as a steering angle provided by the steering actuator. This target steering angle affects the expected steering state of the vehicle and is therefore taken into account in tire blowout control.

[0019] In one embodiment of this application, the vehicle model used in the method may be, for example, a linear two-degree-of-freedom reference model, a Kalman filter state observer model, a nonlinear vehicle model that considers tire force changes, an adaptive model based on parameter identification, etc., all of which involve the wheel state parameters of the blown-out wheel to some extent, thereby facilitating a more accurate calculation of the target yaw rate.

[0020] In step S300, a combination of feedforward control and feedback control is employed. The feedforward component can quickly respond to the disturbance torque generated by the tire blowout based on the blowout information, while the feedback component is used to eliminate steady-state errors in the control process, effectively shortening the system response time. Feedforward control compensates for the lag in response of feedback control, while feedback control ensures overall control accuracy.

[0021] In method step S400, in one embodiment, a steering angle equal to the steering wheel angle adjustment is executed by controlling the vehicle's steer-by-wire system, specifically by adjusting the downward steering angle of the steer-by-wire system. The steer-by-wire system eliminates the mechanical connection between the steering wheel and the steering wheels, directly controlling the steering motor with an electrical signal. This eliminates the delay in mechanical transmission, enabling a faster response to the angle adjustment calculated by the tire blowout control system and timely compensation for the disturbance torque generated by a tire blowout. Furthermore, since the angle adjustment of the steer-by-wire system is entirely driven by the motor and is not affected by the driver's hand force (steering wheel), it can smoothly complete angle changes according to a preset rate and curve. This avoids sudden steering changes that may occur in mechanical steering systems due to road impacts or driver tension, improving vehicle smoothness after a tire blowout. Simultaneously, the angle control signal of the steer-by-wire system can be directly obtained from the tire blowout control system, without the need for complex mechanical linkages. This is particularly beneficial for information interaction and coordinated control with other active safety systems such as autonomous driving systems and electronic stability programs, achieving a superior overall control effect.

[0022] In one embodiment of this application, calculating the steering wheel angle adjustment based on the current yaw rate and the target yaw rate through feedforward control and feedback control of the yaw rate includes the following steps: Calculate the difference between the target yaw rate and the current yaw rate; The adjustment amount of the difference is calculated based on the wheel dynamic information; The difference is added to the adjustment amount to calculate the yaw rate deviation; The feedforward control and the feedback control are executed based on the yaw rate deviation to calculate the steering wheel angle adjustment.

[0023] This embodiment provides a process for calculating the yaw rate deviation for feedback control. This deviation is not simply obtained by subtracting the target yaw rate from the current yaw rate, but is also adjusted based on an adjustment amount calculated using wheel dynamics information. The adjusted yaw rate deviation is then used as the input to feedback control, reducing drastic fluctuations in control values ​​caused by sudden signal changes during tire blowouts. This results in a smoother feedback control process and reduces the risk of oscillations during steering wheel adjustment. Furthermore, adjusting the difference using wheel dynamics information separates and explicitly expresses the disturbance factors of the blown tire wheel from the yaw rate deviation, allowing the control system to more clearly identify the source of the disturbance and achieve more precise disturbance suppression.

[0024] In one embodiment of this application, performing the feedforward control and the feedback control based on the yaw rate deviation to calculate the steering wheel angle adjustment includes the following steps: The feedforward control quantity is calculated based on the inverse model of the vehicle's linear single-track model. The feedback control quantity is calculated based on the yaw rate deviation. The feedforward control quantity and the feedback control quantity are superimposed to obtain the steering wheel angle adjustment quantity.

[0025] In the first step, a linear single-track model of the vehicle (also known as a two-degree-of-freedom model) is established, which describes the linear dynamic relationship between the vehicle's yaw rate and the steering wheel angle. By solving the inverse model of this inverse model—that is, by deriving the required steering wheel angle input based on the desired yaw rate deviation—the feedforward control quantity is obtained. This feedforward control quantity is mainly used to quickly respond to the main disturbances in the system after a tire blowout, compensating for the yaw moment fluctuations caused by changes in wheel information after the blowout.

[0026] In the second step, the calculated yaw rate deviation (i.e., the difference between the target value and the actual value after adjustment based on wheel dynamics information) is input to the feedback controller (such as a PID controller) to calculate the feedback control quantity. This feedback control quantity is mainly used to eliminate steady-state errors caused by unmodeled dynamics, parameter changes, and external disturbances in the system, ensuring that the actual yaw rate can accurately track the adjusted target value.

[0027] Finally, the feedforward control quantity and the feedback control quantity are superimposed (summed) to obtain the final steering wheel angle adjustment quantity. This adjustment quantity combines the fast response characteristics of feedforward control and the precise adjustment capability of feedback control, and is output as the final command to the steering actuator.

[0028] In this implementation, feedforward control, based on model inverse calculation, can quickly output a compensating steering angle the instant the blowout disturbance torque is generated, shortening the system response time. Feedback control, on the other hand, adjusts according to real-time deviations, eliminating accumulated errors and external disturbances. The combination of these two approaches achieves a unified approach to rapid suppression of blowout disturbances and precise steady-state tracking. Because the feedforward component directly compensates based on model inverse, it effectively counteracts the additional yaw moment generated by the blowout, making the vehicle's transient response more stable in the initial stage of a blowout and avoiding the risk of severe vehicle swaying or loss of control that might result from delayed feedback control intervention.

[0029] In one embodiment of this application, the vehicle tire blowout control method further includes the following steps: The location of the blown-out wheel is determined based on the information about the blown-out wheel, and vehicle driving status information is collected. Determine whether the vehicle is in a free-rolling state or an accelerating state based on the vehicle's driving status information; In response to the vehicle being in a free-rolling or accelerating state and the blown tire being on one side, the vehicle is controlled to perform a steering maneuver toward the side opposite to the blown tire.

[0030] In this implementation, firstly, the specific wheel location (e.g., left front wheel, right rear wheel) of the blown tire is determined based on tire speed information (such as wheel speed signal, tire pressure monitoring signal, etc.), while simultaneously collecting vehicle driving status information (such as vehicle speed, longitudinal acceleration, drive torque, etc.). Then, based on the collected vehicle driving status information, it is determined whether the vehicle is currently in a free-rolling state (i.e., the driver is neither pressing the accelerator nor the brake pedal, and the vehicle is coasting due to inertia) or an accelerating state (i.e., the driver is pressing the accelerator pedal, and the drive wheels are outputting driving force). When it is determined that the vehicle is in a free-rolling state or an accelerating state, and the blown tire is on one side (e.g., only the left wheel or only the right wheel is blown), the vehicle is controlled to perform a steering operation, and the steering direction is towards the side opposite to the blown tire (e.g., if the blown tire is on the left, the vehicle is controlled to turn right; if the blown tire is on the right, the vehicle is controlled to turn left).

[0031] When a tire blows out on one side, the rolling resistance of the blown wheel increases dramatically, generating an additional yaw moment that causes the vehicle to veer towards the side of the blown wheel. Steering the vehicle towards the opposite side of the blown wheel generates a counter-yaw moment, effectively counteracting the yaw moment caused by the blowout and preventing the vehicle from veering towards the blown side. Therefore, the control method in this embodiment actively performs reverse steering compensation after a blowout. When driven by a driver, this is equivalent to automatically providing a portion of the corrective torque before or during the driver's reaction, reducing the intensity of the corrective actions required by the driver to maintain straight-line driving. This helps the driver remain calm and safely control the vehicle. In the case of an autonomous driving system, it improves vehicle stability under such conditions, enhances the response speed of the autonomous driving system and vehicle safety, and effectively suppresses the risk of loss of control.

[0032] In one embodiment of this application, the vehicle tire blowout control method further includes the following steps: The location of the blown-out wheel is determined based on the information about the blown-out wheel, and vehicle driving status information is collected. Determine whether the vehicle is in a braking state based on vehicle driving status information; In response to the vehicle being braked and the blown tire being on one side, the vehicle is controlled to steer towards the same side as the blown tire.

[0033] In this implementation, firstly, the specific wheel location (e.g., left front wheel, right rear wheel) of the blown tire is determined based on tire speed information (such as wheel speed signal, tire pressure monitoring signal, etc.), while simultaneously collecting vehicle driving status information (such as vehicle speed, brake pedal signal, brake pressure, longitudinal deceleration, etc.). Then, based on the collected vehicle driving status information, it is determined whether the vehicle is currently braking (i.e., the driver has pressed the brake pedal or the active braking system has intervened, and the wheels are outputting braking torque). When it is determined that the vehicle is braking, and the blown tire is on one side (e.g., only the left wheel or only the right wheel is blown), the vehicle is controlled to perform a steering operation, and the steering direction is towards the same side as the blown tire (e.g., if the blown tire is on the left, the vehicle is controlled to turn left; if the blown tire is on the right, the vehicle is controlled to turn right).

[0034] When a tire blows out on one side of a vehicle while braking, the blown tire exhibits significantly different mechanical characteristics compared to a normal tire due to decreased lateral stiffness and increased rolling resistance. Because the blown tire has a higher slip ratio and reduced adhesion, it can provide less braking force than the normal tire on the other side. This asymmetrical braking force distribution generates a yaw moment that causes the vehicle to veer towards the side with the normal tire. Controlling the vehicle to steer towards the same side as the blown tire generates a compensating moment opposite to this yaw moment, thus counteracting the vehicle's pull caused by the asymmetrical braking force. This allows the vehicle to maintain its intended direction of travel during braking, preventing fishtailing or lane departure. Combined with the reverse steering control strategy under free roll / acceleration conditions, this implementation method supplements the same-side steering control method under braking conditions. This enables the vehicle to perform corresponding steering compensation based on the position of the blown tire under different driving conditions, forming a complete blowout stability control system covering all operating conditions.

[0035] In one embodiment of this application, the tire blowout control method further includes the following steps: In response to the vehicle being braked, determine whether the ABS system is activated; In response to the activation of the ABS system and the blown tire being a single-sided steering wheel, the braking pressure on the other steering wheel is reduced while controlling the vehicle to steer towards the same side as the single-sided steering wheel. In response to the activation of the ABS system and the fact that the blown tire is a non-steering wheel on one side, the brake pressure on the other non-steering wheel is reduced while the steer-by-wire actuator is controlled to steer towards the same side as the single-sided steering wheel, and the reduced brake pressure is evenly distributed to the two steering wheels.

[0036] In this embodiment, firstly, in response to the vehicle being in a braking state, the specific wheel location of the blown tire is determined based on the blown tire information, and simultaneously, it is determined whether the Anti-lock Braking System (ABS) has been activated. If it is determined that the ABS system has been activated, and the blown tire is a single-sided steering wheel (e.g., the left front wheel or right front wheel), the following control operations are performed: on one hand, the vehicle is controlled to steer towards the same side as the blown tire (i.e., same-side steering); on the other hand, the braking pressure of the other steering wheel (i.e., the opposite-side steering wheel) on the opposite side is simultaneously reduced. If it is determined that the ABS system has been activated, and the blown tire is a single-sided non-steering wheel (e.g., the left rear wheel or right rear wheel), the following control operations are performed: on one hand, the steer-by-wire actuator is controlled to steer towards the same side as the blown tire (i.e., same-side steering); on the other hand, the braking pressure of the other non-steering wheel (i.e., the opposite-side non-steering wheel) on the opposite side is simultaneously reduced, and the braking force demand released due to the reduction in the braking pressure of this non-steering wheel is evenly distributed to the two steering wheels.

[0037] When a tire blows out on a steering wheel and ABS is activated, reducing the braking pressure on the opposite steering wheel prevents it from locking up due to excessive braking force or having insufficient lateral stiffness. This ensures that the wheel can effectively respond to steering commands on the same side, providing the necessary lateral force and maintaining the vehicle's steering responsiveness. When a tire blows out on a non-steering wheel, the reduced braking pressure on the opposite non-steering wheel is evenly transferred to both steering wheels. This reduces yaw interference caused by the asymmetry in braking force between the blown and non-blown sides and fully utilizes the adhesion of the steering wheels for braking, maintaining vehicle stability while preserving the overall braking and deceleration efficiency as much as possible. At critical braking moments when ABS is activated, precise adjustment of the braking pressure on different wheels prevents frequent intervention or disengagement of the ABS system due to sudden changes in wheel adhesion after a tire blowout. This allows ABS to continuously operate within the optimal slip ratio range, fully utilizing its anti-lock braking function.

[0038] It should be understood that the differentiated control strategies for tire blowouts on steering wheels and non-steering wheels are based on the following reasons: During emergency braking, the vehicle load shifts to the front axle, reducing the vertical load on the rear axle, resulting in lower traction reserves on the rear wheels compared to the front wheels. Therefore, when a non-steering wheel (rear wheel) blows out, increasing the braking force on the steering wheels (front wheels) can be considered. This fully utilizes the traction of the front wheels for braking. However, when a steering wheel blows out, increasing the braking force on the non-steering wheels is not considered to prevent the rear wheels from exceeding their traction limits and causing the vehicle to suddenly fishtail, prioritizing the stability of the rear end.

[0039] In one embodiment of this application, the vehicle tire blowout control method further includes the following steps: The location of the blown-out wheel is determined based on the information about the blown-out wheel, and vehicle driving status information is collected. Determine whether the vehicle is turning based on the vehicle's driving status information; In response to the vehicle being in a steering state, determine whether the VDC (Vehicle Dynamic Control) system is activated; In response to the activation of the VDC system and the blown tire being a single-sided steering wheel, the braking force applied to the steering wheel by the VDC system due to understeer is reduced and evenly distributed to the two non-steering wheels; in response to the blown tire being a single-sided non-steering wheel, the braking force applied to the non-steering wheel by the VDC system due to oversteer is reduced and evenly distributed to the two steering wheels.

[0040] In this implementation, firstly, the specific wheel location of the blown tire is determined based on the blown tire information, while simultaneously collecting vehicle driving status information (such as steering wheel angle, yaw rate, lateral acceleration, etc.). Based on the collected driving status information, it is determined whether the vehicle is currently in a steering state; if the vehicle is determined to be in a steering state, it is further determined whether the Vehicle Dynamics Control (VDC) system has been activated. If it is determined that the VDC system has been activated, and the blown tire is a single-sided steering wheel (e.g., the left front wheel or the right front wheel), the following control operations are performed: the braking force originally applied to the steering wheel by the VDC system due to the detected understeer tendency is reduced, and this reduced braking force is evenly distributed to the two non-steering wheels (rear wheels). If it is determined that the VDC system has been activated, and the blown tire is a single-sided non-steering wheel (e.g., the left rear wheel or the right rear wheel), the following control operations are performed: the braking force originally applied to the non-steering wheels by the VDC system due to the detected oversteer tendency is reduced, and this reduced braking force is evenly distributed to the two steering wheels (front wheels). It should be understood that the braking force applied by the VDC system can be adjusted, for example, by adjusting the control threshold values ​​of the VDC system for understeer and oversteer.

[0041] After a tire blowout, the vehicle's steering characteristics (understeer or oversteer tendency) may vary depending on the location of the blown wheel. The conventional control logic of the VDC system is designed based on a normal tire model, and its braking force distribution strategy may conflict with the need to maintain stability under blowout conditions. By modifying the VDC braking force command according to the location of the blown wheel, control conflicts are avoided, allowing the intervention of VDC and blowout compensation to work synergistically.

[0042] When a tire blows out on a steering wheel, its lateral stiffness decreases, weakening its steering response. If the Vehicle Dynamics Control (VDC) system continues to apply braking force to the steering wheel to correct understeer, it will further deplete the steering wheel's lateral force reserve, exacerbating the loss of steering ability. Forcibly reducing the understeer tendency through braking could even cause the blown tire to detach from the bezel due to excessive lateral force. By reducing the braking force on the steering wheel and transferring it to the non-steering wheels, the burden on the steering wheels is reduced, and the braking force of the non-steering wheels is used to assist in generating a corrective yaw moment, effectively compensating for understeer.

[0043] When a tire blows out on a non-steering wheel, its lateral stability decreases, making it prone to oversteer (fishtailing). If the VDC (Vehicle Dynamic Control) applies braking force to the non-steering wheel as usual to correct the oversteer, the effect may be limited due to insufficient traction on the blown tire, or even exacerbate instability. By reducing the braking force on the non-steering wheel and evenly distributing it to the two steering wheels, excessive braking force is avoided on the damaged non-steering wheel, while the braking force of the steering wheels generates a stable corrective torque, thus maintaining the steering capability of the front wheels.

[0044] This control strategy transfers braking force from the functionally limited wheel (the wheel with the blown tire or the wheel most affected by the blowout) to the functional wheels. While maintaining a relatively constant overall braking torque, it optimizes the longitudinal force distribution among the wheels, enabling the functional wheels to simultaneously undertake the dual tasks of braking and stability correction, achieving coordinated control of longitudinal deceleration and lateral stability. By incorporating information from the blown tire wheel to dynamically correct the VDC control commands, the VDC system, originally designed for normal operating conditions, can still operate effectively in extreme failure modes such as a blowout. This expands the applicability of the VDC system and improves the overall safety of the vehicle during steering after a blowout.

[0045] In one embodiment of this application, the following steps are included: Determine if a tire has blown out based on the blowout signal from the tire pressure monitoring system or blowout sensor; In response to the detection of a tire blowout, the signal service platform receiving the blowout signal sends a wheel speed difference monitoring threshold correction command to the ESP or IPB (Integrated Power Brake) system. The ESP or IPB system adjusts the wheel speed difference threshold value upward according to the wheel speed difference monitoring threshold correction command to avoid the ESP or IPB system from degrading its function due to abnormal wheel speed signal in the event of a tire blowout. The wheel speed difference threshold is dynamically adjusted based on the current vehicle speed.

[0046] In this implementation, firstly, based on the tire blowout signal emitted by the Tire Pressure Monitoring System (TPMS) or a dedicated tire blowout sensor, it is determined whether a tire has blown out. When a tire blowout is detected, the signal service platform (such as SSP, vehicle T-Box, or domain controller) receiving the blowout signal sends a wheel speed difference monitoring threshold correction command to the ESP or IPB system. Upon receiving the correction command, the ESP or IPB system increases its internal wheel speed difference threshold value used for fault monitoring. The purpose of this operation is to prevent the ESP or IPB system from misjudging a wheel speed sensor malfunction or wheel abnormality due to abnormal wheel speed signals (such as a sudden drop or fluctuation in wheel speed) in the event of a tire blowout, thereby implementing function degradation (such as limiting the maximum vehicle speed, disabling some auxiliary functions, etc.). The increased wheel speed difference threshold value is dynamically adjusted according to the current vehicle speed so that the threshold value can adapt to the normal variation range of wheel speed difference at different vehicle speeds, avoiding monitoring failure due to an excessively high threshold value or false triggering due to an excessively low threshold value.

[0047] After a tire blowout, the wheel speed of the blown-out wheel will fluctuate abnormally due to changes in rolling radius and slip ratio. If the monitoring threshold is not adjusted, the ESP or IPB system may misinterpret this anomaly as a sensor malfunction or wheel lockup, leading to degraded functionality (such as limiting power output or disabling stability control). By raising the wheel speed difference threshold, the system can tolerate wheel speed anomalies caused by a tire blowout, maintaining the normal operation of all active safety functions. This control strategy, while increasing the wheel speed difference threshold, dynamically adjusts it based on the current vehicle speed, avoiding the problems caused by a fixed threshold value. At low speeds, an excessively high threshold might mask a true wheel speed sensor malfunction, while at high speeds, an excessively low threshold might trigger false alarms again. Dynamic adjustment allows the system to tolerate wheel speed anomalies caused by a tire blowout while maintaining its ability to monitor other genuine malfunctions.

[0048] In one embodiment of this application, the current target steering wheel angle is acquired from the vehicle's autonomous driving system, and in the event of a tire blowout, a tire blowout control system provides the vehicle's autonomous driving system with lateral and longitudinal safety boundaries. When employing an autonomous driving system, the tire blowout control method further includes the following steps: In response to a tire blowout, the slip ratio threshold in the longitudinal safety boundary is increased from a first preset value to a higher second preset value, and / or the lateral acceleration when VDC is triggered is set to the upper limit of lateral acceleration in the lateral safety boundary; The slip ratio threshold and the upper limit of lateral acceleration are dynamically adjusted based on the current road surface adhesion coefficient, vehicle deceleration rate of change, and vehicle speed.

[0049] This implementation clarifies the scenario where the control method is applied using an autonomous driving system. The target steering wheel angle is directly derived from the autonomous driving system, and the safety boundaries after a tire blowout are fed back to the system. This establishes a two-way information channel between the dedicated tire blowout control and the autonomous driving decision-making, enabling them to work collaboratively rather than interfere with each other. After a tire blowout, the vehicle's dynamic limits change significantly, rendering the original planned boundaries inapplicable. The lateral and longitudinal safety boundaries provided by the tire blowout control system offer real-time dynamic constraints for the autonomous driving system's path and speed planning, ensuring that the planned trajectory is physically feasible under the current blowout condition.

[0050] After a tire blowout, the wheel's slip characteristics change. By increasing the slip ratio threshold from a first preset value to a second preset value, the wheel is allowed to operate in a higher slip ratio range after the blowout. This fully utilizes the adhesion between the blown-out wheel and the ground for braking and deceleration, while preventing the braking system from frequently intervening and interfering with vehicle stability due to an excessively strict slip ratio threshold. The second preset value is, for example, 25-30%, and preferably 30%.

[0051] Setting the lateral acceleration at the time of VDC triggering as the upper limit of the lateral safety boundary essentially sets the vehicle's dynamic stability limit as the programmable boundary of the autonomous driving system. This setting ensures that the autonomous driving system will not program steering maneuvers beyond the vehicle's stability capabilities, thus avoiding loss of control due to oversteering.

[0052] The safety boundary is dynamically adjusted based on the road surface adhesion coefficient, vehicle deceleration rate, and vehicle speed, so that the slip ratio threshold and lateral acceleration upper limit can adapt to the changing needs of different road conditions (such as low adhesion coefficient road surfaces), different braking intensities (reflected by the deceleration rate), and different vehicle speeds, avoiding the problem of fixed thresholds being too conservative or too aggressive when operating conditions change.

[0053] After receiving the safety boundary, the autonomous driving system can adjust its control objectives accordingly, such as reducing the desired vehicle speed, decreasing the path curvature, and increasing the safety distance, so that the autonomous driving behavior can actively adapt to the stability limit of the vehicle after a tire blowout, and avoid loss of control due to the planned instructions exceeding the vehicle's capabilities.

[0054] In summary, the vehicle tire blowout control method of this application incorporates tire blowout wheel information, especially its wheel dynamics information, into the tire blowout control, which can accurately reflect the actual dynamic state of the vehicle after a tire blowout, improve calculation accuracy and control accuracy, and adopt a combination of feedforward control and feedback control for yaw rate control, which is beneficial to improving the response speed of tire blowout control and enabling the vehicle's yaw rate to quickly track the target value. Therefore, this method can improve the overall driving stability and safety of the vehicle under tire blowout conditions.

[0055] The second aspect of this application proposes a vehicle tire blowout control system. (Reference) Figure 2 This illustration shows a block diagram of a vehicle tire blowout control system 10 according to one embodiment of this application. The system includes: The data acquisition module 100 collects information about the tire blowout wheel, the current target steering wheel angle, and the current yaw rate. The calculation module 200 calculates the target yaw rate based on the tire blowout wheel information and the current target steering wheel angle using the vehicle model. The yaw rate control module 300 calculates the steering wheel angle adjustment amount based on the current yaw rate and the target yaw rate through feedforward control and feedback control of the yaw rate. The steering control module 400 controls the vehicle to perform a steering angle equal to the steering wheel angle adjustment.

[0056] In one embodiment of this application, the calculation module 200 calculates the difference between the target yaw rate and the current yaw rate; calculates an adjustment amount for the difference based on the wheel dynamic information; adds the difference to the adjustment amount to calculate the yaw rate deviation; and executes the feedforward control and the feedback control based on the yaw rate deviation to calculate the steering wheel angle adjustment amount.

[0057] In one embodiment of this application, the calculation module 200 calculates the feedforward control quantity based on the inverse model of the vehicle linear monorail model; calculates the feedback control quantity based on the yaw rate deviation; and superimposes the feedforward control quantity and the feedback control quantity to obtain the steering wheel angle adjustment quantity.

[0058] In one embodiment of this application, the wheel dynamic information includes at least one of the following: wheel speed, rolling resistance, longitudinal force, lateral force, slip ratio, and spin ratio of the wheel with the blown tire.

[0059] In one embodiment of this application, a judgment module is also included, which determines the location of the blown-out wheel based on the blown-out wheel information, and the acquisition module 100 acquires vehicle driving status information. The judgment module determines whether the vehicle is in a free-rolling state or an accelerating state based on the vehicle's driving status information. In response to the vehicle being in a free-rolling or accelerating state and the tire blowout affecting only one side of the vehicle, the steering control module 400 controls the vehicle to steer toward the side opposite to the blowout tire.

[0060] In one embodiment of this application, a judgment module is also included, which determines the location of the blown-out wheel based on the blown-out wheel information, and the acquisition module 100 acquires vehicle driving status information. The judgment module determines whether the vehicle is in a braking state based on the vehicle driving status information. In response to the vehicle being braked and the blown tire being on one side, the steering control module 400 controls the vehicle to steer toward the same side as the blown tire.

[0061] In one embodiment of this application, it is determined whether the ABS system is activated in response to the vehicle being in a braking state; In response to the activation of the ABS system and the tire blowout occurring on a single steering wheel, the steering control module 400 controls the vehicle to steer towards the same side as the single steering wheel, and the ABS control module controls the ABS system to reduce the braking pressure on the other steering wheel. In response to the activation of the ABS system and the tire blowout occurring on a single non-steering wheel, the steering control module 400 controls the vehicle to steer towards the same side as the single-sided steering wheel. The ABS control module controls the ABS system to reduce the braking pressure on the other non-steering wheel and distributes the reduced braking pressure evenly to the two steering wheels.

[0062] In one embodiment of this application, a judgment module is also included, which determines the location of the blown-out wheel based on the blown-out wheel information, and the acquisition module 100 acquires vehicle driving status information. The judgment module determines whether the vehicle is in a turning state based on the vehicle driving status information; In response to the vehicle being in a steering state, the determination module determines whether the VDC system is activated; In response to the activation of the VDC system and the blown tire being a single-sided steering wheel, the VDC control module controls the VDC system to reduce the braking force applied to the steering wheel due to understeer and distribute it evenly to the two non-steering wheels; in response to the blown tire being a single-sided non-steering wheel, the VDC control module controls the VDC system to reduce the braking force applied to the non-steering wheels due to oversteer and distribute it evenly to the two steering wheels.

[0063] In one embodiment of this application, the signal service platform determines whether a tire has blown out based on the blowout signal from the tire pressure monitoring system or the blowout sensor. In response to the determination that a tire blowout has occurred, the signal service platform sends a wheel speed difference monitoring threshold correction command to the ESP or IPB system. The ESP or IPB system adjusts the wheel speed difference threshold value upward according to the wheel speed difference monitoring threshold correction command to avoid the ESP or IPB system from degrading its function due to abnormal wheel speed signal in the event of a tire blowout. The signal service platform dynamically sends wheel speed difference threshold correction commands to the ESP or IPB system based on the current vehicle speed.

[0064] In one embodiment of this application, the current target steering wheel angle is acquired from the vehicle's autonomous driving system, and in the event of a tire blowout, a tire blowout control system provides the vehicle's autonomous driving system with lateral and longitudinal safety boundaries.

[0065] In one embodiment of this application, in response to a tire blowout, the blowout control system 10 raises the slip ratio threshold in the longitudinal safety boundary from a first preset value to a higher second preset value, and / or sets the lateral acceleration when the VDC is triggered to the upper limit of the lateral acceleration in the lateral safety boundary. The tire blowout control system 10 dynamically adjusts the slip ratio threshold and the lateral acceleration upper limit based on the current road surface adhesion coefficient, vehicle deceleration rate of change, and vehicle speed.

[0066] The vehicle tire blowout control system has all the beneficial technical effects of the aforementioned vehicle tire blowout control methods, which will not be elaborated here.

[0067] A third aspect of this application provides a computer program product, including a computer program that, when executed, implements the vehicle tire blowout control method described above.

[0068] A fourth aspect of this application provides a computer-readable storage medium on which a computer program is stored, the computer program being executed by a processor to implement the vehicle tire blowout control method described above.

[0069] The fifth aspect of this application provides a computer device including a storage module, a processor, and a computer program stored on the storage module and executable on the processor, wherein the processor executes the computer program to implement the vehicle tire blowout control method described above.

[0070] Those skilled in the art will understand that all or part of the processes in the vehicle traction control method of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which includes, but is not limited to, program code for executing the aforementioned vehicle tire blowout control method. For ease of explanation, only the parts relevant to this application are shown. The computer program code can be in the form of source code, object code, executable file, or some intermediate form. The computer-readable storage medium can include: any entity or device capable of carrying the computer program code, a medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory, a random access memory, an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc. It should be noted that the content contained in the computer-readable storage medium can be appropriately added to or subtracted according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable storage medium does not include electrical carrier signals and telecommunication signals.

[0071] It should be understood that all the above preferred embodiments are exemplary and not restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of this application should be within the scope of legal protection of this application.

Claims

1. A method for controlling tire blowout in vehicles, characterized in that, Includes the following steps: Collect information on the tire blowout wheel, the current target steering wheel angle, and the current yaw rate; Calculate the target yaw rate based on the tire blowout wheel information and the current target steering wheel angle using the vehicle model; Based on the current yaw rate and the target yaw rate, the steering wheel angle adjustment is calculated through feedforward control and feedback control of the yaw rate. The vehicle is controlled to perform a steering angle equal to the steering wheel angle adjustment amount; The information about the blown-out tire includes the wheel dynamics information of the blown-out tire.

2. The vehicle tire blowout control method according to claim 1, characterized in that, The calculation of the steering wheel angle adjustment based on the current yaw rate and the target yaw rate, through feedforward control and feedback control of the yaw rate, includes the following steps: Calculate the difference between the target yaw rate and the current yaw rate; The adjustment amount of the difference is calculated based on the wheel dynamic information; The difference is added to the adjustment amount to calculate the yaw rate deviation; The feedforward control and the feedback control are executed based on the yaw rate deviation to calculate the steering wheel angle adjustment.

3. The vehicle tire blowout control method according to claim 2, characterized in that, The feedforward control and feedback control are executed based on the yaw rate deviation to calculate the steering wheel angle adjustment, including the following steps: The feedforward control quantity is calculated based on the inverse model of the vehicle's linear single-track model. The feedback control quantity is calculated based on the yaw rate deviation. The feedforward control quantity and the feedback control quantity are superimposed to obtain the steering wheel angle adjustment quantity.

4. The vehicle tire blowout control method according to claim 1, characterized in that, The wheel dynamic information includes at least one of the following: wheel speed, rolling resistance, longitudinal force, lateral force, slip ratio, and spin ratio of the wheel with the blown tire.

5. The vehicle tire blowout control method according to claim 1, characterized in that, Includes the following steps: The location of the blown-out wheel is determined based on the information about the blown-out wheel, and vehicle driving status information is collected. Determine whether the vehicle is in a free-rolling state or an accelerating state based on the vehicle's driving status information; In response to the vehicle being in a free-rolling or accelerating state and the blown tire being on one side, the vehicle is controlled to perform a steering maneuver toward the side opposite to the blown tire.

6. The vehicle tire blowout control method according to claim 1, characterized in that, Includes the following steps: The location of the blown-out wheel is determined based on the information about the blown-out wheel, and vehicle driving status information is collected. Determine whether the vehicle is in a braking state based on vehicle driving status information; In response to the vehicle being braked and the blown tire being on one side, the vehicle is controlled to steer towards the same side as the blown tire.

7. The vehicle tire blowout control method according to claim 6, characterized in that, Includes the following steps: In response to the vehicle being braked, determine whether the ABS system is activated; In response to the activation of the ABS system and the blown tire being a single-sided steering wheel, the braking pressure on the other steering wheel is reduced while controlling the vehicle to steer towards the same side as the single-sided steering wheel. In response to the activation of the ABS system and the tire blowout being a single non-steering wheel, while controlling the vehicle to steer towards the same side as the single steering wheel, the braking pressure of the other non-steering wheel is reduced, and the reduced braking pressure is evenly distributed to the two steering wheels.

8. The vehicle tire blowout control method according to claim 1, characterized in that, Includes the following steps: The location of the blown-out wheel is determined based on the information about the blown-out wheel, and vehicle driving status information is collected. Determine whether the vehicle is turning based on the vehicle's driving status information; In response to the vehicle being in a steering state, determine whether the VDC system is activated; In response to the activation of the VDC system and the blown tire being a single-sided steering wheel, the braking force applied to the steering wheel by the VDC system due to understeer is reduced and evenly distributed to the two non-steering wheels; in response to the blown tire being a single-sided non-steering wheel, the braking force applied to the non-steering wheel by the VDC system due to oversteer is reduced and evenly distributed to the two steering wheels.

9. The vehicle tire blowout control method according to claim 1, characterized in that, Includes the following steps: Determine if a tire has blown out based on the blowout signal from the tire pressure monitoring system or blowout sensor; In response to the determination that a tire blowout has occurred, the signal service platform receiving the blowout signal sends a wheel speed difference monitoring threshold correction command to the ESP or IPB system. The ESP or IPB system adjusts the wheel speed difference threshold value upward according to the wheel speed difference monitoring threshold correction command to avoid the ESP or IPB system from degrading its function due to abnormal wheel speed signal in the event of a tire blowout. The wheel speed difference threshold is dynamically adjusted based on the current vehicle speed.

10. The vehicle tire blowout control method according to claim 1, characterized in that, The system collects the current target steering wheel angle from the vehicle's autonomous driving system and provides lateral and longitudinal safety boundaries to the vehicle's autonomous driving system in the event of a tire blowout through the tire blowout control system.

11. The vehicle tire blowout control method according to claim 10, characterized in that, Includes the following steps: In response to a tire blowout, the slip ratio threshold in the longitudinal safety boundary is increased from a first preset value to a higher second preset value, and / or the lateral acceleration when VDC is triggered is set to the upper limit of lateral acceleration in the lateral safety boundary; The slip ratio threshold and the upper limit of lateral acceleration are dynamically adjusted based on the current road surface adhesion coefficient, vehicle deceleration rate of change, and vehicle speed.

12. A vehicle tire blowout control system, characterized in that, include: The data acquisition module collects information about the tire blowout wheel, the current target steering wheel angle, and the current yaw rate. The calculation module calculates the target yaw rate based on the tire blowout wheel information and the current target steering wheel angle, using the vehicle model. The yaw rate control module calculates the steering wheel angle adjustment based on the current yaw rate and the target yaw rate through feedforward control and feedback control of the yaw rate. The steering control module controls the vehicle to perform a steering angle equal to the steering wheel angle adjustment.

13. A computer program product, comprising a computer program, characterized in that, When the computer program is executed, it implements the vehicle tire blowout control method according to any one of claims 1 to 11.

14. A computer-readable storage medium on which a computer program is stored, characterized in that, When the computer program is executed by the processor, it implements the vehicle tire blowout control method according to any one of claims 1 to 11.

15. A computer device comprising a storage module, a processor, and a computer program stored on the storage module and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle tire blowout control method according to any one of claims 1 to 11.

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