TIRE PLATE CONTROL METHOD AND DEVICE AND VEHICLE

Abstract

A method and a device for controlling a vehicle in the event of a tire blowout, and a vehicle. The method for controlling a vehicle in the event of a tire blowout comprises: acquiring vehicle state information when a tire blowout signal is received, wherein the state information includes a current vehicle speed and a current yaw rate; calculating a current baseline correction torque based on the current vehicle speed; calculating a current feedback correction torque based on the current yaw rate; and performing a weighted calculation based on the current baseline correction torque and the current feedback correction torque to obtain a target correction torque, and controlling the vehicle based on the target correction torque.

Description

Tire blowout control method, device and vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on September 12, 2023, with application number 202311177611.9 and application name “Tire Blowout Control Method, Device and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle technology, and more particularly to a tire blowout control method, device, and vehicle. Background Art

[0003] In the related art, a common practice is to adjust the wheel torque according to the vehicle speed when a tire blows out, so as to compensate or eliminate the deviation of the vehicle toward the blown tire side caused by the blown wheel, thereby balancing the tendency of the vehicle to deviate toward the blown tire side.

[0004] However, the correction torque obtained based solely on the vehicle speed is often biased and may fail to fully compensate for the vehicle's deviation or may over-compensate.

[0005] In view of the above technical problems, the present disclosure provides a new tire blowout control method, device and vehicle to at least partially solve the above problems.

[0006] Public content

[0007] The present application is proposed to address at least one of the aforementioned issues. According to one aspect of the present application, a tire blowout control method is provided, comprising: upon receiving a tire blowout signal, obtaining vehicle status information; the status information including actual vehicle speed and actual yaw rate; calculating an actual base correction torque based on the actual vehicle speed; calculating an actual feedback correction torque based on the actual yaw rate; calculating a target correction torque based on a weighted calculation of the actual base correction torque and the actual feedback correction torque, and controlling the vehicle based on the target correction torque.

[0008] In one embodiment of the present application, calculating the actual basic correction torque based on the actual vehicle speed includes: determining the actual basic correction torque corresponding to the actual vehicle speed based on a pre-established first mapping relationship, wherein the first mapping relationship reflects the correspondence between the vehicle speed and the basic correction torque.

[0009] In one embodiment of the present application, calculating the actual feedback correction torque based on the actual yaw rate includes: obtaining a yaw rate difference by subtracting the actual yaw rate from a target yaw rate; and performing proportional-integral-derivative adjustment based on the yaw rate difference to obtain the actual feedback correction torque.

[0010] In one embodiment of the present application, the status information also includes an actual steering wheel angle, and the target yaw angular velocity is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; and calculating the target yaw angular velocity according to the actual front wheel angle.

[0011] In one embodiment of the present application, the status information also includes the actual wheel speed and actual tire pressure of each wheel, and the tire blowout control method further includes: for any one of the wheels, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, issuing the tire blowout signal.

[0012] In one embodiment of the present application, the first tire blowout condition includes: the wheel speed difference of the wheels is greater than the wheel speed difference threshold for a continuous period greater than a first time threshold, and the wheel speed difference of the wheels is greater than the wheel speed difference of any other wheels, and the difference between the two wheel speed differences is greater than the deviation threshold for a continuous period greater than a second time threshold; wherein, for any one of the wheels, its wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

[0013] In one embodiment of the present application, the second tire blowout condition includes: the actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure of this wheel and the standard tire pressure.

[0014] In one embodiment of the present application, controlling the vehicle according to the target correction torque includes: determining the torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0015] In one embodiment of the present application, when the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; when the product of the target correction torque and the torque distribution coefficient is less than the minimum correction torque or greater than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

[0016] In one embodiment of the present application, the steering state of the vehicle includes a target steering direction and an actual steering degree.

[0017] In one embodiment of the present application, the target steering direction is determined based on the actual front wheel angle of the vehicle; wherein, the status information also includes an actual steering wheel angle, and the actual front wheel angle is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; when the actual front wheel angle is not greater than a first front wheel angle threshold, the target steering direction of the vehicle is a left turn; when the actual front wheel angle is greater than or equal to the first front wheel angle threshold and not greater than the second front wheel angle threshold, the target steering direction of the vehicle is straight ahead; when the actual front wheel angle is greater than the second front wheel angle threshold, the target steering direction of the vehicle is a right turn; the first front wheel angle threshold and the second front wheel angle threshold are opposite numbers to each other.

[0018] In one embodiment of the present application, the actual steering degree of the vehicle is determined based on a yaw velocity difference of the vehicle; wherein the yaw velocity difference is obtained by subtracting the actual yaw velocity from a target yaw velocity; when the absolute value of the yaw velocity difference is not greater than a yaw velocity difference threshold, the actual steering degree of the vehicle is normal; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have the same direction, and the yaw velocity difference is less than zero, the actual steering degree of the vehicle is excessive; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have opposite directions, or the yaw velocity difference is greater than or equal to zero, the actual steering degree of the vehicle is insufficient.

[0019] According to another aspect of the present application, a tire blowout control device is provided, which includes a vehicle controller and a sensor, wherein the vehicle controller is configured to: upon receiving a tire blowout signal, obtain vehicle status information from the sensor; the status information includes an actual vehicle speed and an actual yaw angular velocity; calculate an actual base correction torque based on the actual vehicle speed; calculate an actual feedback correction torque based on the actual yaw angular velocity; calculate a target correction torque based on a weighted calculation of the actual base correction torque and the actual feedback correction torque, and control the vehicle based on the target correction torque.

[0020] In one embodiment of the present application, the vehicle controller calculates the actual basic correction torque based on the actual vehicle speed, including: determining the actual basic correction torque corresponding to the actual vehicle speed based on a pre-established first mapping relationship, wherein the first mapping relationship reflects the correspondence between the vehicle speed and the basic correction torque.

[0021] In one embodiment of the present application, the vehicle controller calculates the actual feedback correction torque based on the actual yaw rate, including: obtaining a yaw rate difference by subtracting the actual yaw rate from a target yaw rate; and performing proportional-integral-differential adjustment based on the yaw rate difference to obtain the actual feedback correction torque.

[0022] In one embodiment of the present application, the status information also includes an actual steering wheel angle, and the vehicle controller is further used to: determine the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; and calculate the target yaw angular velocity based on the actual front wheel angle.

[0023] In one embodiment of the present application, the status information also includes the actual wheel speed and actual tire pressure of each wheel, and the vehicle controller is further used to: for any one of the wheels, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, send the tire blowout signal.

[0024] In one embodiment of the present application, the first tire blowout condition includes: the wheel speed difference of the wheels is greater than the wheel speed difference threshold for a continuous period greater than a first time threshold, and the wheel speed difference of the wheels is greater than the wheel speed difference of any other wheels, and the difference between the two wheel speed differences is greater than the deviation threshold for a continuous period greater than a second time threshold; wherein, for any one of the wheels, its wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

[0025] In one embodiment of the present application, the second tire blowout condition includes: the actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure of this wheel and the standard tire pressure.

[0026] In one embodiment of the present application, the vehicle controller controls the vehicle according to the target correction torque, including: determining the torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0027] In one embodiment of the present application, when the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; when the product of the target correction torque and the torque distribution coefficient is less than the minimum correction torque or greater than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

[0028] In one embodiment of the present application, the steering state of the vehicle includes a target steering direction and an actual steering degree.

[0029] In one embodiment of the present application, the target steering direction is determined based on the actual front wheel angle of the vehicle; wherein, the status information also includes an actual steering wheel angle, and the actual front wheel angle is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; when the actual front wheel angle is not greater than a first front wheel angle threshold, the target steering direction of the vehicle is a left turn; when the actual front wheel angle is greater than or equal to the first front wheel angle threshold and not greater than the second front wheel angle threshold, the target steering direction of the vehicle is straight ahead; when the actual front wheel angle is greater than the second front wheel angle threshold, the target steering direction of the vehicle is a right turn; the first front wheel angle threshold and the second front wheel angle threshold are opposite numbers to each other.

[0030] In one embodiment of the present application, the actual steering degree of the vehicle is determined based on a yaw velocity difference of the vehicle; wherein the yaw velocity difference is obtained by subtracting the actual yaw velocity from a target yaw velocity; when the absolute value of the yaw velocity difference is not greater than a yaw velocity difference threshold, the actual steering degree of the vehicle is normal; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have the same direction, and the yaw velocity difference is less than zero, the actual steering degree of the vehicle is excessive; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have opposite directions, or the yaw velocity difference is greater than or equal to zero, the actual steering degree of the vehicle is insufficient.

[0031] In one embodiment of the present application, the vehicle controller includes a motor controller respectively used to control each wheel of the vehicle.

[0032] According to yet another aspect of the present application, a vehicle is provided, comprising the tire blowout control device described above.

[0033] According to the tire blowout control method, device, and vehicle of the embodiments of the present application, the actual basic correction torque calculated based on the actual vehicle speed is fed back and corrected by the actual feedback correction torque calculated based on the actual yaw angular velocity. The obtained target correction torque can avoid the phenomenon of inability to fully compensate for the vehicle's deviation or over-compensation, thereby preventing the vehicle from deflecting after a tire blowout and ensuring the stability of the vehicle after a tire blowout. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The above and other purposes, features, and advantages of the present application will become more apparent through a more detailed description of the embodiments of the present application in conjunction with the accompanying drawings. The accompanying drawings are intended to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the drawings, the same reference numerals generally represent the same components or steps.

[0035] FIG1 shows a flowchart of a tire blowout control method according to an embodiment of the present application.

[0036] FIG2 shows a flowchart of tire blowout identification according to an embodiment of the present application.

[0037] FIG3 shows a flowchart of torque distribution according to an embodiment of the present application.

[0038] FIG4 shows a structural block diagram of a tire blowout control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0039] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application can be implemented without one or more of these details. In other examples, some technical features well known in the art are not described in order to avoid confusion with the present application.

[0040] It should be understood that the present application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to make the disclosure thorough and complete and to fully convey the scope of the present application to those skilled in the art. In the drawings, the dimensions and relative sizes of layers and regions may be exaggerated for clarity. Like reference numerals throughout represent like elements.

[0041] The purpose of the terms used herein is only to describe specific embodiments and is not intended to limit the present application. When used herein, the singular forms "a", "an", and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "comprising" and / or "including", when used in this specification, determine the presence of the features, integers, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, operations, elements, parts and / or groups. When used herein, the term "and / or" includes any and all combinations of the relevant listed items.

[0042] In order to fully understand the present application, a detailed structure will be provided in the following description to illustrate the technical solution proposed in the present application. The preferred embodiments of the present application are described in detail below. However, in addition to these detailed descriptions, the present application may also have other implementation methods.

[0043] Example 1

[0044] The following describes a tire blowout control method according to an embodiment of the present application with reference to FIG1 . As shown in FIG1 , the tire blowout control method 100 may include the following steps:

[0045] In step S110, upon receiving a tire blowout signal, vehicle status information is acquired; the status information includes actual vehicle speed and actual yaw rate;

[0046] In step S120, the actual basic correction torque is calculated according to the actual vehicle speed;

[0047] In step S130 , the actual feedback correction torque is calculated according to the actual yaw angular velocity;

[0048] In step S140 , a target correction torque is calculated based on the actual basic correction torque and the actual feedback correction torque by weighting, and the vehicle is controlled according to the target correction torque.

[0049] In the tire blowout control method 100, in addition to calculating the actual base correction torque for torque adjustment of the vehicle's wheels based on the vehicle's actual speed, in order to prevent the actual base correction torque obtained based on the vehicle speed from failing to fully compensate for vehicle deviation or over-compensating, an actual feedback correction torque for feedback correction of the actual base correction torque is calculated based on the vehicle's actual yaw angular velocity. Then, the actual base correction torque and the actual feedback correction torque are weighted to obtain the target correction torque truly used for torque adjustment of the vehicle's wheels. The vehicle can then be controlled based on the target correction torque, that is, to compensate for or eliminate the vehicle's deviation toward the blowout side caused by the blowout wheel, balance the tendency of the vehicle to deviate toward the blowout side, and maintain the stability of the vehicle after the blowout.

[0050] It should be noted that there is no strict order between step S120 and step S130. Step S120 may be executed first and then step S130, or step S130 may be executed first and then step S120, or both may be executed simultaneously. There is no limitation on this.

[0051] According to the tire blowout control method 100 of the embodiment of the present application, the actual basic correction torque calculated based on the actual vehicle speed is fed back and corrected by using the actual feedback correction torque calculated based on the actual yaw angular velocity. The obtained target correction torque can avoid the phenomenon of incomplete compensation for vehicle deviation or over-compensation, thereby preventing the vehicle from deviating after a tire blowout and ensuring the stability of the vehicle after a tire blowout.

[0052] Moreover, compared with braking a vehicle with a tire blowout using a hydraulic brake system, the tire blowout control method 100 of the present application has better response speed and control accuracy.

[0053] In some embodiments of the present application, there is a first mapping relationship between the vehicle speed and the basic correction torque, so that when the actual vehicle speed is obtained, the actual basic correction torque corresponding to the actual vehicle speed can be obtained according to the first mapping relationship.

[0054] For example, a functional relationship consistent with the first mapping relationship can be established in advance, and then the actual vehicle speed is substituted into the functional relationship to obtain the actual basic correction torque; alternatively, a test calibration can be performed in advance, and a vehicle speed-basic correction torque comparison table can be established based on the test results. There is a first mapping relationship between the vehicle speed and the basic correction torque in the established vehicle speed-basic correction torque comparison table, and then the actual basic correction torque corresponding to the actual vehicle speed can be obtained by looking up the table; of course, this application does not exclude other methods of calculating the actual basic correction torque based on the actual vehicle speed.

[0055] In some embodiments of the present application, the actual feedback correction torque may be calculated based on the actual yaw rate of the vehicle in a variety of ways, which are not limited thereto.

[0056] For example, a yaw rate difference may be obtained by first performing a difference between the actual yaw rate and the target yaw rate, and then a proportional-integral-derivative (PID) adjustment may be performed based on the yaw rate difference to obtain the actual feedback correction torque.

[0057] Among them, the actual basic correction torque calculated according to the actual vehicle speed can be used as the feedforward control data of the tire blowout control method 100, and the actual feedback correction torque calculated according to the actual yaw angular velocity of the vehicle can be used as the feedback control data of the tire blowout control method 100. By feedback-correcting the feedforward control data with the feedback control data, a control closed loop can be realized, thereby obtaining a more accurate target correction torque to cope with the additional yaw caused by the vehicle's instability due to a tire blowout.

[0058] In some embodiments of the present application, the vehicle status information may also include the vehicle's steering wheel angle, and the target yaw angular velocity may be obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle; and calculating the target yaw angular velocity based on the actual front wheel angle.

[0059] For example, a functional relationship consistent with the second mapping relationship can be established in advance, and then the actual steering wheel angle of the vehicle can be substituted into the functional relationship to obtain the actual front wheel angle; alternatively, test calibration can be performed in advance, and a steering wheel angle-front wheel angle comparison table can be established based on the test results. There is a first mapping relationship between the steering wheel angle and the front wheel angle in the established steering wheel angle-front wheel angle comparison table, and then the actual front wheel angle corresponding to the actual steering wheel angle can be obtained by looking up the table; of course, the present application does not exclude other methods of calculating the actual front wheel angle based on the actual steering wheel angle.

[0060] After the actual front wheel steering angle is determined, the actual front wheel steering angle can be used to calculate the target yaw rate to obtain the target yaw rate.

[0061] For example, the formula for calculating the target yaw rate may be as follows:

[0062] Among them, γ ss is the target yaw rate, δ is the front wheel turning angle, V x is the vehicle speed, m is the vehicle's sprung mass, L is the vehicle's front and rear wheelbase, l f is the distance from the center of mass to the front wheelbase, l r is the distance from the center of mass to the rear wheelbase, C f is the front wheel cornering stiffness, C r is the rear wheel cornering stiffness; it should be noted that because the denominator of the formula includes vehicle speed, it needs to be processed to prevent zero.

[0063] In addition, it should be noted that the received tire blowout signal may be generated through a tire blowout identification process. The specific tire blowout identification may be performed in a variety of ways, which are not limited thereto.

[0064] In some embodiments of the present application, the status information also includes the actual wheel speed and actual tire pressure of each wheel. The tire blowout control method 100 can realize tire blowout identification through the following steps: for any wheel, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, a tire blowout signal is issued.

[0065] It should be noted that conventional tire blowout identification methods typically use only one dimension, i.e., wheel information such as tire pressure, to determine whether a vehicle has experienced a blowout. Compared to conventional tire blowout identification methods, this embodiment uses both wheel speed and tire pressure to identify a vehicle's tire blowout from two dimensions, resulting in a more reliable identification result.

[0066] In addition, in this embodiment, there is no strict order in determining whether the actual wheel speed meets the first tire blowout condition and whether the actual tire pressure meets the second tire blowout condition. The actual wheel speed may be determined first and then whether the actual tire pressure meets the second tire blowout condition, or the actual tire pressure may be determined first and then whether the actual wheel speed meets the first tire blowout condition, or both may be determined simultaneously, which is not limited to this.

[0067] For example, as shown in FIG2 , for any wheel, after obtaining its actual wheel speed and actual tire pressure, a pre-identification can be performed to determine whether the actual wheel speed satisfies a first tire blowout condition. If the actual wheel speed satisfies the first tire blowout condition, it indicates that the wheel may have a tire blowout. The pre-identification can then be performed to determine whether the actual tire pressure satisfies a second tire blowout condition. If the actual tire pressure satisfies the second tire blowout condition, a tire blowout can be confirmed, and a tire blowout signal can be issued. If the actual wheel speed does not meet the first tire blowout condition, a new actual wheel speed can be obtained for re-pre-identification. If the actual tire pressure does not meet the second tire blowout condition, a new actual tire pressure can be obtained for re-identification.

[0068] In some embodiments of the present application, the first tire blowout condition includes: the wheel speed difference of a wheel is greater than the wheel speed difference of any other wheel, and the difference between the two wheel speed differences is greater than the deviation threshold for a continuous time greater than the second time threshold; wherein, for any wheel, its wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

[0069] Taking a vehicle having four wheels, namely, a left front wheel (FL), a right front wheel (FR), a left rear wheel (RL), and a right rear wheel (RR), as an example, identifying whether a tire blowout occurs on the left front wheel, determining whether the actual wheel speed of the left front wheel meets the first tire blowout condition may include the following steps:

[0070] In step S201, the actual wheel speed and actual tire pressure of each wheel are obtained, including the actual wheel speed V of the left front wheel.fl , Actual tire pressure P of the left front wheel tire_FL , actual wheel speed V of the right front wheel lr , Actual tire pressure P of the right front wheel tire_LR , Actual wheel speed V of the left rear wheel rl , Actual tire pressure P of the left rear wheel tire_RL , actual wheel speed V of the right rear wheel rr , Actual tire pressure P of the right rear wheel tire_RR ;

[0071] In step S202, the wheel speed difference of the left front wheel is calculated and whether there is an abnormality is determined;

[0072] The calculation process can be as follows:

[0073] Left front wheel speed difference V fl_diff = Actual left front wheel speed V fl -(Actual wheel speed of right front wheel V lr +Actual left rear wheel speed V rl +Actual speed of right rear wheel V rr ) / 3;

[0074] Correspondingly, the right front wheel speed difference V can also be obtained fr_diff , left rear wheel speed difference V rl_diff The speed difference between the right rear wheel and rr_diff ;

[0075] The judgment process can be as follows: if the left front wheel meets:

[0076] Left front wheel speed difference V fl_diff > wheel speed difference threshold, and the continuous duration is greater than the first duration threshold;

[0077] It can be determined that the wheel speed of the left front wheel is abnormal;

[0078] If the left front wheel does not meet the above conditions, the process returns to step S201 to re-acquire the actual wheel speed.

[0079] In step S203, the deviation between the wheel speed difference of the left front wheel and the wheel speed differences of the other three wheels is calculated and it is determined whether there is an abnormality;

[0080] The calculation process can be as follows:

[0081] Wheel speed difference deviation V between the left front wheel and the right front wheel flfr_diffTol = Left front wheel speed difference V fl_diff -Right front wheel speed difference V fr_diff ;

[0082] Wheel speed difference deviation V between the left front wheel and the left rear wheel flrl_diffTol = Left front wheel speed difference V fl_diff - Left rear wheel speed difference Vrl_diff ;

[0083] Wheel speed difference deviation V between the left front wheel and the right rear wheel flrr_diffTol = Left front wheel speed difference V fl_diff -Right rear wheel speed difference V rr_diff ;

[0084] The judgment process can be as follows: if the left front wheel meets:

[0085] Compared with the right front wheel, the left front wheel speed difference is V fl_diff >Right front wheel speed difference V fr_diff , and the wheel speed difference deviation V flfr_diffTol >deviation threshold, and the continuous duration is >second duration threshold;

[0086] The speed difference between the left front wheel and the left rear wheel is V fl_diff > Left rear wheel speed difference V rl_diff , and the wheel speed difference deviation V flrl_diffTol >deviation threshold, and the continuous duration is >second duration threshold;

[0087] The speed difference between the left front wheel and the right rear wheel is V fl_diff >Right rear wheel speed difference V rr_diff , and the wheel speed difference deviation V flrr_diffTol >deviation threshold, and the continuous duration is >second duration threshold;

[0088] It can be determined that the actual wheel speed of the left front wheel is abnormal and the wheel speed difference of the left front wheel is also abnormal, and the left front wheel may have a tire blowout;

[0089] If the left front wheel does not meet the above conditions, the process may return to step S202 to recalculate the wheel speed difference of the left front wheel and determine whether there is an abnormality.

[0090] The specific values ​​of the deviation threshold, the first duration threshold, and the second duration threshold can be determined according to actual conditions and are not limited thereto.

[0091] Similarly, the right front wheel, left rear wheel and right rear wheel can be identified respectively to determine whether the actual wheel speed of the right front wheel, the actual wheel speed of the left rear wheel and the actual wheel speed of the right rear wheel respectively meet the first tire blowout condition, thereby determining whether the right front wheel, left rear wheel and right rear wheel are likely to have a tire blowout.

[0092] In some embodiments of the present application, the second tire blowout condition includes: the actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; wherein, for any wheel, the tire pressure difference is the difference between the actual tire pressure of this wheel and the standard tire pressure.

[0093] Again, using the example of a vehicle having four wheels, namely, a left front wheel (FL), a right front wheel (FR), a left rear wheel (RL), and a right rear wheel (RR), when the actual wheel speed of the left front wheel satisfies the first tire blowout condition, it is possible to further determine whether the actual tire pressure of the left front wheel satisfies the second tire blowout condition. Determining whether the actual tire pressure of the left front wheel satisfies the second tire blowout condition may include the following steps:

[0094] In step S204, the tire pressure difference of the left wheel is calculated and whether there is an abnormality is determined;

[0095] The tire pressure difference of the left wheel can be obtained by subtracting the actual tire pressure of the left front wheel from the standard tire pressure. The calculation process can be as follows:

[0096] Left wheel tire pressure difference P tire_diff = Actual tire pressure P of the left front wheel tire_FL - Standard tire pressure P tire0 ;

[0097] The judgment process can be as follows: if the left front wheel meets:

[0098] The actual tire pressure of the left front wheel is less than the tire pressure threshold, or the tire pressure difference P of the left wheel tire_diff >Tire pressure difference threshold and the continuous duration is >the third duration threshold;

[0099] It can be determined that the actual tire pressure of the left front wheel is also abnormal, and the left front wheel has a tire blowout, so a tire blowout signal indicating that the left front wheel has a tire blowout can be issued;

[0100] If the left front wheel does not meet the above conditions, the process may return to step S203 to recalculate the deviation between the wheel speed difference of the left front wheel and the wheel speed differences of the other three wheels and determine whether there is an abnormality.

[0101] Among them, the specific values ​​of the tire pressure threshold and the third time threshold can be determined according to actual conditions and are not limited to this.

[0102] Similarly, when the actual wheel speed of the right front wheel, the actual wheel speed of the left rear wheel, and the actual wheel speed of the right rear wheel meet the first tire blowout condition, it can be further determined whether the actual tire pressure of the right front wheel, the actual tire pressure of the left rear wheel, and the actual tire pressure of the right rear wheel respectively meet the second tire blowout condition, thereby determining whether a tire blowout has occurred on the right front wheel, the left rear wheel, and the right rear wheel.

[0103] It should be noted that the above only uses a vehicle with four wheels as an example. For some large vehicles, such as buses, trucks, large pickup trucks, etc., they may have six, eight, ten or more wheels, and the above method can also be used to determine whether a tire blowout has occurred. There is no limitation on this.

[0104] It can be understood that after receiving the tire blowout signal, the corresponding target correction torque can be calculated according to the tire blowout control method 100 of the present application, so as to control the vehicle according to the target correction torque to avoid the vehicle body from yaw.

[0105] In some embodiments of the present application, controlling the vehicle according to the target correction torque includes: determining the torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0106] The vehicle's steering state may include the vehicle's target steering direction and actual steering degree.

[0107] In one example, the target vehicle steering direction can be determined based on the vehicle's actual front wheel angle. The vehicle status information acquired in step S110 may also include the vehicle's steering wheel angle. The vehicle's actual front wheel angle is obtained by determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, where the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle. The specific process is described above and will not be repeated here.

[0108] After determining the actual front wheel steering angle of the vehicle, the target steering direction of the vehicle can be determined by the actual front wheel steering angle of the vehicle, for example:

[0109] When the actual front wheel turning angle is not greater than the first front wheel turning angle threshold, the target steering direction of the vehicle is to turn left;

[0110] When the actual front wheel turning angle is greater than or equal to the first front wheel turning angle threshold and not greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is straight ahead;

[0111] When the actual front wheel turning angle is greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is to turn right; the first front wheel turning angle threshold and the second front wheel turning angle threshold are opposite numbers to each other.

[0112] The specific values ​​of the first front wheel turning angle threshold and the second front wheel turning angle threshold may be determined according to actual conditions and are not limited thereto.

[0113] In one example, the actual steering degree of the vehicle can be determined based on the vehicle's yaw rate difference. The vehicle's yaw rate difference can be obtained by subtracting the vehicle's actual yaw rate from the vehicle's target yaw rate. The vehicle's actual yaw rate can be obtained based on the vehicle status information acquired in step S110. The vehicle's target yaw rate can be calculated using the method described above and will not be further described here.

[0114] After determining the vehicle's yaw rate difference, the actual steering degree of the vehicle can be determined by the vehicle's yaw rate difference, for example:

[0115] When the absolute value of the yaw rate difference is not greater than the yaw rate difference threshold, the actual steering degree of the vehicle is normal;

[0116] When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate have the same direction and the yaw rate difference is less than zero, the actual steering degree of the vehicle is oversteering;

[0117] When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate are in opposite directions or the yaw rate difference is greater than or equal to zero, the actual steering degree of the vehicle is insufficient steering.

[0118] The specific value of the yaw angular velocity difference threshold value may be determined according to actual conditions and is not limited thereto.

[0119] For example, as shown in FIG3 , when controlling a vehicle based on the target correction torque, state information such as the vehicle's actual yaw rate and actual steering wheel angle can be first acquired. The vehicle's target steering direction can then be determined based on the acquired state information, and the torque distribution control module to be activated can be determined based on the target steering direction. For example, if the vehicle's steering state is a left turn, the left-turn torque distribution control module can be activated; if the vehicle's steering state is a straight drive, the straight drive torque distribution control module can be activated; and if the vehicle's steering state is a right turn, the right-turn torque distribution control module can be activated. The tire blowout condition of the vehicle can then be determined based on the blowout signal, and the position of the wheel with the blowout can be determined. The vehicle's actual steering degree can then be determined based on the acquired state information. The torque distribution coefficient for each wheel can then be determined based on the tire blowout signal and the vehicle's steering state. The corresponding actual correction torque can then be output to each wheel based on the target correction torque and the torque distribution coefficient for each wheel.

[0120] For example, the calculation method of the actual correction torque can be referred to as follows:

[0121] Actual correction torque T of the left front wheel fl = target correction torque * torque distribution coefficient of the left front wheel;

[0122] Actual correction torque T of the right front wheel fr = target correction torque * torque distribution coefficient of the right front wheel;

[0123] Actual correction torque T of the left rear wheel rl= target correction torque * torque distribution coefficient of left rear wheel;

[0124] Actual correction torque T of the right rear wheel rr =Target correction torque*right rear wheel torque distribution coefficient.

[0125] Taking the case where the left front wheel has a tire blowout and the actual steering degree of the vehicle is insufficient, when distributing the target correction torque, the torque distribution coefficient of the left front wheel is zero, so the target correction torque can be distributed to the remaining three wheels. Since the torque distribution coefficient of the left rear wheel is larger, the proportion of the target correction torque distributed to the left rear wheel is higher.

[0126] In one example, in order to avoid the actual correction torque allocated to a certain wheel being too large or too small, after obtaining the product of the target correction torque and the torque distribution coefficient, the product can be judged. When the product meets a certain range, the actual correction torque is equal to the product. When the product does not meet the certain range, the actual correction torque can be set to the maximum value or minimum value of the range.

[0127] Exemplarily, when the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; when the product of the target correction torque and the torque distribution coefficient is less than the minimum correction torque or greater than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

[0128] Example 2

[0129] According to another aspect of the present application, a tire blowout control device is provided. As shown in FIG4 , the tire blowout control device 400 includes a sensor 410 and a vehicle controller 420. The vehicle controller 420 is configured to: upon receiving a tire blowout signal, obtain vehicle status information from the sensor 410; the status information includes the actual vehicle speed and the actual yaw rate; calculate the actual base correction torque based on the actual vehicle speed; calculate the actual feedback correction torque based on the actual yaw rate; calculate a target correction torque based on a weighted combination of the actual base correction torque and the actual feedback correction torque; and control the vehicle based on the target correction torque.

[0130] In addition to calculating the actual base correction torque for torque adjustment of the vehicle's wheels based on the vehicle's actual speed, the tire blowout control device 400 also calculates an actual feedback correction torque for feedback correction of the actual base correction torque based on the vehicle's actual yaw angular velocity to avoid the actual base correction torque obtained based on the vehicle speed from being unable to fully compensate for vehicle deviation or over-compensating. The actual base correction torque and the actual feedback correction torque are then weighted to obtain a target correction torque that is truly used for torque adjustment of the vehicle's wheels. The vehicle can then be controlled based on the target correction torque, that is, to compensate for or eliminate the vehicle's deviation toward the blowout side caused by the blowout wheel, balance the tendency of the vehicle to deviate toward the blowout side, and maintain the stability of the vehicle after the blowout.

[0131] It should be noted that the vehicle controller 420 does not have a strict order for calculating the actual base correction torque and the actual feedback correction torque. The actual base correction torque can be calculated first and then the actual feedback correction torque, or the actual feedback correction torque can be calculated first and then the actual base correction torque, or the two can be performed simultaneously, and there is no limitation on this.

[0132] According to the tire blowout control device 400 of the embodiment of the present application, the actual basic correction torque calculated according to the actual vehicle speed is fed back and corrected by using the actual feedback correction torque calculated according to the actual yaw angular velocity. The obtained target correction torque can avoid the phenomenon of inability to fully compensate for the vehicle's deviation or over-compensation, thereby preventing the vehicle from deflecting after a tire blowout and ensuring the stability of the vehicle after a tire blowout.

[0133] Moreover, compared with a hydraulic brake system for braking a vehicle with a tire blowout, the tire blowout control device 400 of the present application has better response speed and control accuracy.

[0134] In one example, as shown in FIG4 , the sensor 410 may include a vehicle speed sensor and a yaw angular velocity sensor provided on the vehicle, so that the actual vehicle speed may be obtained through the vehicle speed sensor, and the actual yaw angular velocity of the vehicle may be obtained according to the yaw angular velocity sensor.

[0135] In one example, the vehicle controller 420 may include a vehicle MCU (Micro Controller Unit) or a vehicle-mounted host, etc., which is not limited.

[0136] In some embodiments of the present application, there is a first mapping relationship between the vehicle speed and the basic correction torque, so that when the vehicle controller 420 obtains the actual vehicle speed, it can obtain the actual basic correction torque corresponding to the actual vehicle speed according to the first mapping relationship.

[0137] For example, a functional relationship consistent with the first mapping relationship can be established in advance, and then the actual vehicle speed is substituted into the functional relationship to obtain the actual basic correction torque; alternatively, a test calibration can be performed in advance, and a vehicle speed-basic correction torque comparison table can be established based on the test results. There is a first mapping relationship between the vehicle speed and the basic correction torque in the established vehicle speed-basic correction torque comparison table, and then the actual basic correction torque corresponding to the actual vehicle speed can be obtained by looking up the table; of course, this application does not exclude other methods of calculating the actual basic correction torque based on the actual vehicle speed.

[0138] In some embodiments of the present application, the vehicle controller 420 may calculate the actual feedback correction torque according to the actual yaw rate of the vehicle in a variety of ways, which are not limited to this.

[0139] For example, the vehicle controller 420 may first obtain a yaw rate difference by subtracting the actual yaw rate from the target yaw rate, and then perform proportional-integral-derivative (PID) regulation based on the yaw rate difference to obtain the actual feedback correction torque.

[0140] Among them, the actual basic correction torque calculated according to the actual vehicle speed can be used as the feedforward control data of the tire blowout control device 400, and the actual feedback correction torque calculated according to the actual yaw angular velocity of the vehicle can be used as the feedback control data of the tire blowout control device 400. By feedback-correcting the feedforward control data with the feedback control data, a control closed loop can be realized, thereby obtaining a more accurate target correction torque to cope with the additional yaw caused by the vehicle's instability due to a tire blowout.

[0141] In some embodiments of the present application, as shown in FIG4 , the sensor 410 may further include a steering wheel angle sensor 410 disposed on the steering wheel. The vehicle's steering wheel angle may be acquired via the steering wheel angle sensor 410. Thus, the vehicle state information acquired by the vehicle controller 420 may further include the vehicle's steering wheel angle. The target yaw rate may be obtained by the vehicle controller 420 according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle; and calculating the target yaw rate based on the actual front wheel angle.

[0142] For example, a functional relationship consistent with the second mapping relationship can be established in advance, and then the actual steering wheel angle of the vehicle can be substituted into the functional relationship to obtain the actual front wheel angle; alternatively, test calibration can be performed in advance, and a steering wheel angle-front wheel angle comparison table can be established based on the test results. There is a first mapping relationship between the steering wheel angle and the front wheel angle in the established steering wheel angle-front wheel angle comparison table, and then the actual front wheel angle corresponding to the actual steering wheel angle can be obtained by looking up the table; of course, the present application does not exclude other methods of calculating the actual front wheel angle based on the actual steering wheel angle.

[0143] After the actual front wheel steering angle is determined, the actual front wheel steering angle can be used to calculate the target yaw rate to obtain the target yaw rate.

[0144] For example, the formula for calculating the target yaw rate may be as follows:

[0145] Among them, γ ss is the target yaw rate, δ is the front wheel turning angle, V x is the vehicle speed, m is the vehicle's sprung mass, L is the vehicle's front and rear wheelbase, l f is the distance from the center of mass to the front wheelbase, l r is the distance from the center of mass to the rear wheelbase, C f is the front wheel cornering stiffness, C r is the rear wheel cornering stiffness; it should be noted that because the denominator of the formula includes vehicle speed, it needs to be processed to prevent zero.

[0146] In addition, it should be noted that the tire blowout signal received by the vehicle controller 420 may be generated through a tire blowout identification process. The specific tire blowout identification may be performed in a variety of ways, which are not limited thereto.

[0147] In some embodiments of the present application, as shown in FIG4 , the sensor 410 further includes a wheel speed sensor and a tire pressure sensor provided on each wheel. The wheel speed sensor can collect the actual wheel speed, and the tire pressure sensor can collect the actual tire pressure. Thus, the vehicle status information acquired by the vehicle controller 420 can also include the actual wheel speed and actual tire pressure of each wheel. The vehicle controller 420 can implement tire blowout identification by performing the following steps: For any wheel, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, a tire blowout signal is issued.

[0148] It should be noted that conventional tire blowout identification methods typically use only one dimension, i.e., wheel information such as tire pressure, to determine whether a vehicle has experienced a blowout. Compared to conventional tire blowout identification methods, this embodiment uses both wheel speed and tire pressure to identify a vehicle's tire blowout from two dimensions, resulting in a more reliable identification result.

[0149] In addition, in this embodiment, there is no strict order in determining whether the actual wheel speed meets the first tire blowout condition and whether the actual tire pressure meets the second tire blowout condition. The actual wheel speed may be determined first and then whether the actual tire pressure meets the second tire blowout condition, or the actual tire pressure may be determined first and then whether the actual wheel speed meets the first tire blowout condition, or both may be determined simultaneously, which is not limited to this.

[0150] For example, as shown in FIG2 , for any wheel, after obtaining its actual wheel speed and actual tire pressure, a pre-identification can be performed to determine whether the actual wheel speed satisfies a first tire blowout condition. If the actual wheel speed satisfies the first tire blowout condition, it indicates that the wheel may have a tire blowout. The pre-identification can then be performed to determine whether the actual tire pressure satisfies a second tire blowout condition. If the actual tire pressure satisfies the second tire blowout condition, a tire blowout can be confirmed, and a tire blowout signal can be issued. If the actual wheel speed does not meet the first tire blowout condition, a new actual wheel speed can be obtained for re-pre-identification. If the actual tire pressure does not meet the second tire blowout condition, a new actual tire pressure can be obtained for re-identification.

[0151] In some embodiments of the present application, the first tire blowout condition includes: the wheel speed difference of a wheel is greater than the wheel speed difference of any other wheel, and the difference between the two wheel speed differences is greater than the deviation threshold for a continuous time greater than the second time threshold; wherein, for any wheel, its wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

[0152] Taking a vehicle having four wheels, namely, a left front wheel (FL), a right front wheel (FR), a left rear wheel (RL), and a right rear wheel (RR), as an example, identifying whether a tire blowout occurs on the left front wheel, the vehicle controller 420 may determine whether the actual wheel speed of the left front wheel satisfies the first tire blowout condition by performing the following steps:

[0153] In step S201, the actual wheel speed and actual tire pressure of each wheel are obtained, including the actual wheel speed V of the left front wheel. fl , Actual tire pressure P of the left front wheel tire_FL , actual wheel speed V of the right front wheel lr , Actual tire pressure P of the right front wheel tire_LR , Actual wheel speed V of the left rear wheel rl , Actual tire pressure P of the left rear wheel tire_RL, actual wheel speed V of the right rear wheel rr , Actual tire pressure P of the right rear wheel tire_RR ;

[0154] In step S202, the wheel speed difference of the left front wheel is calculated and whether there is an abnormality is determined;

[0155] The calculation process can be as follows:

[0156] Left front wheel speed difference V fl_diff = Actual left front wheel speed V fl -(Actual wheel speed of right front wheel V lr +Actual left rear wheel speed V rl +Actual speed of right rear wheel V rr ) / 3;

[0157] Correspondingly, the right front wheel speed difference V can also be obtained fr_diff , left rear wheel speed difference V rl_diff The speed difference between the right rear wheel and rr_diff ;

[0158] The judgment process can be as follows: if the left front wheel meets:

[0159] Left front wheel speed difference V fl_diff > wheel speed difference threshold, and the continuous duration is greater than the first duration threshold;

[0160] It can be determined that the wheel speed of the left front wheel is abnormal;

[0161] If the left front wheel does not meet the above conditions, the process returns to step S201 to re-acquire the actual wheel speed.

[0162] In step S203, the deviation between the wheel speed difference of the left front wheel and the wheel speed differences of the other three wheels is calculated and it is determined whether there is an abnormality;

[0163] The calculation process can be as follows:

[0164] Wheel speed difference deviation V between the left front wheel and the right front wheel flfr_diffTol = Left front wheel speed difference V fl_diff -Right front wheel speed difference V fr_diff ;

[0165] Wheel speed difference deviation V between the left front wheel and the left rear wheel flrl_diffTol = Left front wheel speed difference V fl_diff - Left rear wheel speed difference V rl_diff ;

[0166] Wheel speed difference deviation V between the left front wheel and the right rear wheel flrr_diffTol = Left front wheel speed difference V fl_diff -Right rear wheel speed difference V rr_diff ;

[0167] The judgment process can be as follows: if the left front wheel meets:

[0168] Compared with the right front wheel, the left front wheel speed difference is V fl_diff >Right front wheel speed difference V fr_diff , and the wheel speed difference deviation V flfr_diffTol >deviation threshold, and the continuous duration is >second duration threshold;

[0169] The speed difference between the left front wheel and the left rear wheel is V fl_diff > Left rear wheel speed difference V rl_diff , and the wheel speed difference deviation V flrl_diffTol >deviation threshold, and the continuous duration is >second duration threshold;

[0170] The speed difference between the left front wheel and the right rear wheel is V fl_diff >Right rear wheel speed difference V rr_diff , and the wheel speed difference deviation V flrr_diffTol >deviation threshold, and the continuous duration is >second duration threshold;

[0171] It can be determined that the actual wheel speed of the left front wheel is abnormal and the wheel speed difference of the left front wheel is also abnormal, and the left front wheel may have a tire blowout;

[0172] If the left front wheel does not meet the above conditions, the process may return to step S202 to recalculate the wheel speed difference of the left front wheel and determine whether there is an abnormality.

[0173] The specific values ​​of the deviation threshold, the first duration threshold, and the second duration threshold can be determined according to actual conditions and are not limited thereto.

[0174] Similarly, the right front wheel, left rear wheel and right rear wheel can be identified respectively to determine whether the actual wheel speed of the right front wheel, the actual wheel speed of the left rear wheel and the actual wheel speed of the right rear wheel respectively meet the first tire blowout condition, thereby determining whether the right front wheel, left rear wheel and right rear wheel are likely to have a tire blowout.

[0175] In some embodiments of the present application, the second tire blowout condition includes: the actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; wherein, for any wheel, the tire pressure difference is the difference between the actual tire pressure of this wheel and the standard tire pressure.

[0176] Again, using the example of a vehicle having four wheels, namely, a left front wheel (FL), a right front wheel (FR), a left rear wheel (RL), and a right rear wheel (RR), when the actual wheel speed of the left front wheel satisfies the first tire blowout condition, it is possible to further determine whether the actual tire pressure of the left front wheel satisfies the second tire blowout condition. The vehicle controller 420 may determine whether the actual tire pressure of the left front wheel satisfies the second tire blowout condition by performing the following steps:

[0177] In step S204, the tire pressure difference of the left wheel is calculated and whether there is an abnormality is determined;

[0178] The tire pressure difference of the left wheel can be obtained by subtracting the actual tire pressure of the left front wheel from the standard tire pressure. The calculation process can be as follows:

[0179] Left wheel tire pressure difference P tire_diff = Actual tire pressure P of the left front wheel tire_FL - Standard tire pressure P tire0 ;

[0180] The judgment process can be as follows: if the left front wheel meets:

[0181] The actual tire pressure of the left front wheel is less than the tire pressure threshold, or the tire pressure difference P of the left wheel tire_diff >Tire pressure difference threshold and the continuous duration is >the third duration threshold;

[0182] It can be determined that the actual tire pressure of the left front wheel is also abnormal, and the left front wheel has a tire blowout, so a tire blowout signal indicating that the left front wheel has a tire blowout can be issued;

[0183] If the left front wheel does not meet the above conditions, the process may return to step S203 to recalculate the deviation between the wheel speed difference of the left front wheel and the wheel speed differences of the other three wheels and determine whether there is an abnormality.

[0184] Among them, the specific values ​​of the tire pressure threshold and the third time threshold can be determined according to actual conditions and are not limited to this.

[0185] Similarly, when the actual wheel speed of the right front wheel, the actual wheel speed of the left rear wheel, and the actual wheel speed of the right rear wheel meet the first tire blowout condition, it can be further determined whether the actual tire pressure of the right front wheel, the actual tire pressure of the left rear wheel, and the actual tire pressure of the right rear wheel respectively meet the second tire blowout condition, thereby determining whether a tire blowout has occurred on the right front wheel, the left rear wheel, and the right rear wheel.

[0186] It should be noted that the above only uses a vehicle with four wheels as an example. For some large vehicles, such as buses, trucks, large pickup trucks, etc., they may have six, eight, ten or more wheels, and the above method can also be used to determine whether a tire blowout has occurred. There is no limitation on this.

[0187] It can be understood that after receiving the tire blowout signal, the vehicle controller 420 can calculate the corresponding target correction torque based on the acquired vehicle status information, thereby controlling the vehicle according to the target correction torque to avoid the vehicle body from yaw.

[0188] In some embodiments of the present application, the vehicle controller 420 controls the vehicle according to the target correction torque, including: determining the torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0189] The vehicle's steering state may include the vehicle's target steering direction and actual steering degree.

[0190] In one example, the target vehicle steering direction can be determined based on the actual front wheel angle of the vehicle. The vehicle state information acquired by the vehicle controller 420 may also include the vehicle's steering wheel angle. The actual front wheel angle of the vehicle is obtained by determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, where the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle. The specific process can be found in the above description and will not be repeated here.

[0191] After determining the actual front wheel steering angle of the vehicle, the vehicle controller 420 can determine the target steering direction of the vehicle based on the actual front wheel steering angle of the vehicle, for example:

[0192] When the actual front wheel turning angle is not greater than the first front wheel turning angle threshold, the target steering direction of the vehicle is to turn left;

[0193] When the actual front wheel turning angle is greater than or equal to the first front wheel turning angle threshold and not greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is straight ahead;

[0194] When the actual front wheel turning angle is greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is to turn right; the first front wheel turning angle threshold and the second front wheel turning angle threshold are opposite numbers to each other.

[0195] The specific values ​​of the first front wheel turning angle threshold and the second front wheel turning angle threshold may be determined according to actual conditions and are not limited thereto.

[0196] In one example, the actual steering degree of the vehicle can be determined based on the vehicle's yaw rate difference. The vehicle's yaw rate difference can be obtained by subtracting the vehicle's actual yaw rate from its target yaw rate. The vehicle's actual yaw rate can be obtained based on vehicle status information collected by sensor 410. The vehicle's target yaw rate can be calculated using the method described above and will not be further described here.

[0197] After determining the yaw rate difference of the vehicle, the vehicle controller 420 can determine the actual steering degree of the vehicle based on the yaw rate difference of the vehicle, for example:

[0198] When the absolute value of the yaw rate difference is not greater than the yaw rate difference threshold, the actual steering degree of the vehicle is normal;

[0199] When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate have the same direction and the yaw rate difference is less than zero, the actual steering degree of the vehicle is oversteering;

[0200] When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate are in opposite directions or the yaw rate difference is greater than or equal to zero, the actual steering degree of the vehicle is insufficient steering.

[0201] The specific value of the yaw angular velocity difference threshold value may be determined according to actual conditions and is not limited thereto.

[0202] As shown in Figure 3, when controlling a vehicle based on the target correction torque, state information such as the vehicle's actual yaw rate and actual steering wheel angle can be first acquired. The vehicle's target steering direction can then be determined based on the acquired state information. The target steering direction can then be used to determine which torque distribution control module to activate. For example, if the vehicle's steering state is a left turn, the left-turn torque distribution control module can be activated; if the vehicle's steering state is straight ahead, the straight-ahead torque distribution control module can be activated; and if the vehicle's steering state is a right turn, the right-turn torque distribution control module can be activated. The tire blowout condition can then be determined based on the blowout signal, determining the location of the wheel with the blowout. The acquired state information can then be used to determine the vehicle's actual steering degree. The torque distribution coefficient for each wheel can then be determined based on the blowout signal and the vehicle's steering state. The corresponding actual correction torque can then be output to each wheel based on the target correction torque and the torque distribution coefficient for each wheel.

[0203] In one example, as shown in FIG4 , the vehicle controller 420 may include the torque distribution control module. For example, in an electric vehicle, the torque distribution control module may be a motor control unit (MCU). Each wheel may have a corresponding motor controller for controlling the wheel, thereby outputting the actual corrected torque to the corresponding wheel through each motor controller.

[0204] For example, the calculation method of the actual correction torque can be referred to as follows:

[0205] Actual correction torque T of the left front wheel fl = target correction torque * torque distribution coefficient of the left front wheel;

[0206] Actual correction torque T of the right front wheel fr = target correction torque * torque distribution coefficient of the right front wheel;

[0207] Actual correction torque T of the left rear wheel rl = target correction torque * torque distribution coefficient of left rear wheel;

[0208] Actual correction torque T of the right rear wheel rr =Target correction torque*right rear wheel torque distribution coefficient.

[0209] Taking the case where the left front wheel has a tire blowout and the actual steering degree of the vehicle is insufficient, when distributing the target correction torque, the torque distribution coefficient of the left front wheel is zero, so the target correction torque can be distributed to the remaining three wheels. Since the torque distribution coefficient of the left rear wheel is larger, the proportion of the target correction torque distributed to the left rear wheel is higher.

[0210] In one example, in order to avoid the actual correction torque allocated to a certain wheel being too large or too small, after obtaining the product of the target correction torque and the torque distribution coefficient, the product can be judged. When the product meets a certain range, the actual correction torque is equal to the product. When the product does not meet the certain range, the actual correction torque can be set to the maximum value or minimum value of the range.

[0211] Exemplarily, when the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; when the product of the target correction torque and the torque distribution coefficient is less than the minimum correction torque or greater than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

[0212] Example 3

[0213] According to another aspect of the present application, a vehicle is provided, comprising a tire blowout control device.

[0214] The tire blowout control device may be implemented as the tire blowout control device 400 mentioned above, and reference may be made to the above description, which will not be repeated here.

[0215] Based on the above description, according to the tire blowout control method, device, and vehicle of the embodiments of the present application, the actual basic correction torque calculated based on the actual vehicle speed is fed back and corrected by the actual feedback correction torque calculated based on the actual yaw angular velocity. The obtained target correction torque can avoid the phenomenon of inability to fully compensate for the vehicle's offset or over-compensation, thereby preventing the vehicle from offsetting after a tire blowout and ensuring the stability of the vehicle after a tire blowout.

[0216] Moreover, compared with the hydraulic braking system for braking a vehicle with a tire blowout, the response speed and control accuracy of the present application are both superior.

[0217] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely illustrative and are not intended to limit the scope of the present application. Various changes and modifications may be made therein by those skilled in the art without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0218] Similarly, it should be understood that in order to streamline the present application and aid in understanding one or more of the various application aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, this approach of the present application should not be interpreted as reflecting the intention that the claimed application requires more features than those explicitly recited in each claim. More precisely, as reflected in the corresponding claims, the point of the application is that the corresponding technical problem can be solved with fewer features than all the features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim itself serving as a separate embodiment of the present application.

[0219] Furthermore, those skilled in the art will appreciate that although some embodiments described herein include certain features included in other embodiments but not other features, combinations of features from different embodiments are intended to be within the scope of this application and to form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.

[0220] It should be noted that the above embodiments are illustrative rather than limiting of the present application, and that those skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The use of the words first, second, and third, etc., does not denote any order. These words may be interpreted as designations.

Claims

1. A tire blowout control method, characterized in that: The tire blowout control method comprises: When a tire blowout signal is received, obtaining vehicle status information; the status information includes actual vehicle speed and actual yaw rate; Calculating an actual basic correction torque according to the actual vehicle speed; Calculating an actual feedback correction torque according to the actual yaw angular velocity; A target correction torque is calculated by weighting the actual basic correction torque and the actual feedback correction torque, and the vehicle is controlled according to the target correction torque.

2. The tire blowout control method according to claim 1, characterized in that: The calculating the actual basic correction torque according to the actual vehicle speed includes: The actual basic correction torque corresponding to the actual vehicle speed is determined according to a pre-established first mapping relationship, wherein the first mapping relationship reflects the corresponding relationship between the vehicle speed and the basic correction torque.

3. The tire blowout control method according to claim 1 or 2, characterized in that: The calculating the actual feedback correction torque according to the actual yaw angular velocity includes: Obtaining a yaw rate difference by subtracting the actual yaw rate from the target yaw rate; Proportional-integral-differential adjustment is performed according to the yaw rate difference to obtain the actual feedback correction torque.

4. The tire blowout control method according to claim 3, characterized in that: The state information also includes an actual steering wheel angle, and the target yaw rate is obtained according to the following steps: Determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; The target yaw rate is calculated according to the actual front wheel turning angle.

5. The tire blowout control method according to any one of claims 1 to 4, characterized in that: The state information also includes the actual wheel speed and the actual tire pressure of each wheel, and the tire blowout control method also includes: For any of the wheels, when its actual wheel speed satisfies the first tire burst condition and ... When the actual tire pressure meets the second tire blowout condition, the tire blowout signal is issued.

6. The tire blowout control method according to claim 5, characterized in that: The first tire blowout condition includes: The continuous time length during which the wheel speed difference of the wheels is greater than the wheel speed difference threshold is greater than the first time length threshold, and The wheel speed difference of the wheel is greater than the wheel speed difference of any other wheel, and the continuous time length during which the difference between the two wheel speed differences is greater than the deviation threshold is greater than the second time length threshold; Wherein, for any one of the wheels, the wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

7. The tire blowout control method according to claim 5 or 6, characterized in that: The second tire blowout condition includes: The actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; Wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure of the wheel and the standard tire pressure.

8. The tire blowout control method according to any one of claims 1 to 7, characterized in that: The controlling the vehicle according to the target correction torque includes: Determining a torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; The corresponding actual correction torque is output to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

9. The tire blowout control method according to claim 8, characterized in that: When the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; When the product of the target correction torque and the torque distribution coefficient is smaller than the minimum correction torque or larger than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

10. The tire blowout control method according to claim 8 or 9, characterized in that: The steering state of the vehicle includes a target steering direction and an actual steering degree.

11. The tire blowout control method according to claim 10, characterized in that: The target steering direction is determined according to the actual front wheel steering angle of the vehicle; Wherein, the state information also includes an actual steering wheel angle, and the actual front wheel angle is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; When the actual front wheel turning angle is not greater than a first front wheel turning angle threshold, the target turning direction of the vehicle is a left turn; When the actual front wheel turning angle is greater than or equal to a first front wheel turning angle threshold and not greater than a second front wheel turning angle threshold, the target steering direction of the vehicle is straight ahead; When the actual front wheel turning angle is greater than a second front wheel turning angle threshold, the target steering direction of the vehicle is a right turn; the first front wheel turning angle threshold and the second front wheel turning angle threshold are opposite numbers to each other.

12. The tire blowout control method according to claim 10 or 11, characterized in that: The actual steering degree of the vehicle is determined according to the yaw rate difference of the vehicle; Wherein, the yaw rate difference is obtained by subtracting the actual yaw rate from the target yaw rate; When the absolute value of the yaw rate difference is not greater than the yaw rate difference threshold, the actual steering degree of the vehicle is a normal steering degree; When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate have the same direction, and the yaw rate difference is less than zero, the actual steering degree of the vehicle is an oversteering degree; When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate are in opposite directions or the yaw rate difference is greater than or equal to zero, the actual steering degree of the vehicle is insufficient steering degree.

13. A tire blowout control device, characterized in that: The tire blowout control device comprises a vehicle controller (420) and a sensor (410), wherein: The vehicle controller is used to: When a tire blowout signal is received, the vehicle status information is obtained from the sensor; The status information includes the actual vehicle speed and the actual yaw rate; Calculating an actual basic correction torque according to the actual vehicle speed; Calculating an actual feedback correction torque according to the actual yaw angular velocity; A target correction torque is calculated by weighting the actual basic correction torque and the actual feedback correction torque, and the vehicle is controlled according to the target correction torque.

14. The tire blowout control device according to claim 13, characterized in that: The vehicle controller calculates the actual basic correction torque according to the actual vehicle speed, including: The actual basic correction torque corresponding to the actual vehicle speed is determined according to a pre-established first mapping relationship, wherein the first mapping relationship reflects the corresponding relationship between the vehicle speed and the basic correction torque.

15. The tire blowout control device according to claim 13 or 14, characterized in that: The vehicle controller calculates the actual feedback correction torque according to the actual yaw angular velocity, including: Obtaining a yaw rate difference by subtracting the actual yaw rate from the target yaw rate; Proportional-integral-differential adjustment is performed according to the yaw rate difference to obtain the actual feedback correction torque.

16. The tire blowout control device according to claim 15, characterized in that: The state information also includes an actual steering wheel angle, and the vehicle controller is further configured to: Determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; The target yaw rate is calculated according to the actual front wheel turning angle.

17. The tire blowout control device according to any one of claims 13 to 16, characterized in that: The state information also includes the actual wheel speed and the actual tire pressure of each wheel, and the vehicle controller is further used to: For any one of the wheels, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, the tire blowout signal is issued.

18. The tire blowout control device according to claim 17, wherein: The first tire blowout condition includes: The continuous time length during which the wheel speed difference of the wheels is greater than the wheel speed difference threshold is greater than the first time length threshold, and The wheel speed difference of the wheel is greater than the wheel speed difference of any other wheel, and the continuous time length during which the difference between the two wheel speed differences is greater than the deviation threshold is greater than the second time length threshold; Wherein, for any one of the wheels, the wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

19. The tire blowout control device according to claim 17 or 18, characterized in that: The second tire blowout condition includes: The actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; Wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure of the wheel and the standard tire pressure.

20. The tire blowout control device according to any one of claims 13 to 19, characterized in that: The vehicle controller controls the vehicle according to the target correction torque, including: Determining a torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; The corresponding actual correction torque is output to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

21. The tire blowout control device according to claim 20, characterized in that: When the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; When the product of the target correction torque and the torque distribution coefficient is smaller than the minimum correction torque or larger than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

22. The tire blowout control device according to claim 20 or 21, characterized in that: The steering state of the vehicle includes a target steering direction and an actual steering degree.

23. The tire blowout control device according to claim 22, characterized in that: The target steering direction is determined according to the actual front wheel steering angle of the vehicle; Wherein, the state information also includes an actual steering wheel angle, and the actual front wheel angle is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; When the actual front wheel turning angle is not greater than a first front wheel turning angle threshold, the target turning direction of the vehicle is a left turn; When the actual front wheel turning angle is greater than or equal to a first front wheel turning angle threshold and not greater than a second front wheel turning angle threshold, the target steering direction of the vehicle is straight ahead; When the actual front wheel turning angle is greater than a second front wheel turning angle threshold, the target steering direction of the vehicle is a right turn; the first front wheel turning angle threshold and the second front wheel turning angle threshold are opposite numbers to each other.

24. The tire blowout control device according to claim 22 or 23, characterized in that: The actual steering degree of the vehicle is determined according to the yaw rate difference of the vehicle; Wherein, the yaw rate difference is obtained by subtracting the actual yaw rate from the target yaw rate; When the absolute value of the yaw rate difference is not greater than the yaw rate difference threshold, the actual steering degree of the vehicle is a normal steering degree; When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate have the same direction, and the yaw rate difference is less than zero, the actual steering degree of the vehicle is an oversteering degree; When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate are in opposite directions or the yaw rate difference is greater than or equal to zero, the actual steering degree of the vehicle is insufficient steering degree.

25. The tire blowout control device according to any one of claims 13 to 24, characterized in that: The vehicle controller includes a motor controller for controlling each wheel of the vehicle respectively.

26. A vehicle, characterized in that: The vehicle includes the tire blowout control device according to any one of claims 13 to 25.