Vehicle tire blowout control method, device, equipment and storage medium

Abstract

The present application relates to the technical field of vehicle driving safety control, and in particular to a vehicle tire blowout control method, device, equipment and storage medium. The method is used to solve the problem of low control accuracy and poor control effect in actual operation of traditional tire blowout control schemes. The method is as follows: when it is determined that any tire of the vehicle has blown out, the vehicle driving state is determined based on the vehicle's monitoring quantity, wherein the monitoring quantity includes the vehicle's yaw angular velocity and the wheel speed of each tire, and / or the tire pressure of each tire; based on the obtained tire blowout control strategy corresponding to the vehicle driving state, the vehicle's existing tire blowout braking control is offset; and after determining that the existing tire blowout braking control has ended, the vehicle is driven and / or braked based on the vehicle's current state information and the total required torque and target yaw torque included in the tire blowout control strategy; in this way, the accuracy of tire blowout control is improved, and the smoothness of the vehicle's subsequent actions is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle driving safety control, and in particular to a vehicle tire blowout control method, device, equipment and storage medium. Background Art

[0002] With the development of the automotive industry, tire blowouts are an extremely common and dangerous occurrence. Due to their sudden and unpredictable nature, a severe blowout can cause the tire to release air in a very short period of time, causing the vehicle to yaw towards the blown tire. Furthermore, most drivers lack experience in handling tire blowouts and may even adopt improper operation due to environmental and psychological factors, leading to even more serious traffic accidents.

[0003] At present, for traditional longitudinal control, vehicles driven by a single power source are unable to flexibly perform yaw control and stabilization maneuvers after a tire blowout; vehicles with wheel-side motors can perform distributed control of drive and braking, which can maintain vehicle stability to a certain extent.

[0004] However, current distributed control strategies for wheel-mounted motor vehicles after a tire blowout only provide conceptual yaw control strategies, and these strategies lack precision, resulting in poor vehicle control in practice. For example, qualitative drive and braking control is performed based on the yaw direction caused by the tire blowout on each wheel to coordinate clockwise or counterclockwise yaw. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle tire blowout control method, apparatus, device, and storage medium to improve the control accuracy of the tire blowout control strategy, thereby achieving the purpose of improving the smoothness of subsequent vehicle movements while ensuring safety.

[0006] The specific technical solutions provided in the embodiments of this application are as follows:

[0007] In a first aspect, an embodiment of the present application provides a vehicle tire blowout control method, comprising:

[0008] When it is determined that any tire of the vehicle has a tire blowout, determining the vehicle driving state based on monitored quantities of the vehicle, wherein the monitored quantities include the yaw rate of the vehicle and the wheel speed of each tire, and / or the tire pressure of each tire;

[0009] Obtaining a tire blowout control strategy corresponding to the vehicle driving state;

[0010] Based on the tire blowout control strategy, offsetting control is performed on the existing tire blowout braking control of the vehicle;

[0011] After determining that the existing tire blowout braking control is completed, driving control and / or braking control is performed on the vehicle based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy.

[0012] In one possible implementation, determining the vehicle driving state based on the monitored quantity of the vehicle includes:

[0013] Determining a rate of change of a monitored quantity of a tire blowout based on the monitored quantity of the vehicle;

[0014] If the monitoring quantity change rate is not greater than the monitoring quantity change threshold, determining that the vehicle driving state is a short-term driving state;

[0015] If the monitoring value change rate is greater than the monitoring value change threshold, determining that the vehicle driving state is a non-driving state;

[0016] Among them, if the monitored quantity is the tire pressure of the tire blowout, the monitored quantity change rate is the tire pressure change threshold; if the monitored quantity is the wheel speed of the tire blowout, the monitored quantity change rate is the wheel speed change threshold.

[0017] In a possible implementation, if the vehicle driving state is the non-drivable state, before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the method further includes:

[0018] determining whether the vehicle speed is greater than a first vehicle speed threshold;

[0019] If so, determining whether the current operating condition of the vehicle is a preset operating condition, wherein the preset operating condition indicates that the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion coefficient of any rear wheel is less than a preset adhesion coefficient;

[0020] After determining that the current operating condition is a preset operating condition, based on the vehicle speed, acceleration, and tire pressure change rate of the tire blowout, an ideal vertical load calibration list included in the tire blowout control strategy is checked to obtain an ideal vertical load, and semi-active suspension damping correction is performed on the vehicle based on the ideal vertical load.

[0021] In a possible implementation, if the vehicle driving state is the short-term driving state, then before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the method further includes:

[0022] determining whether the vehicle speed is greater than a second vehicle speed threshold;

[0023] If not, determining whether the current operating condition is a steering condition based on the steering wheel angle of the vehicle;

[0024] If the current operating condition is the steering operating condition, determining whether the steering operating condition is a preset steering operating condition based on the operating condition state signal, wherein a vehicle speed corresponding to the preset steering operating condition is not greater than a third vehicle speed threshold, and the third vehicle speed threshold is less than the second vehicle speed threshold;

[0025] When it is determined that the steering condition is the preset steering condition, based on the first total required torque and the first target yaw torque included in the tire blowout control strategy, torque compensation control is performed on the vehicle to achieve that the front wheel rotation center is the same as the rear wheel and the steering radius is smaller than a conventional compensation steering radius;

[0026] When it is determined that the steering condition is not the preset steering condition, if the tire blowout is located on the inner side of the turn, the vehicle's existing steering transition correction is not responded to; if the tire blowout is located on the outer side of the turn, the vehicle's existing understeering correction is not responded to.

[0027] In a possible implementation, performing offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy includes:

[0028] If the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold, performing offset control on the existing tire blowout braking control of the tire on the opposite side of the tire blowout axle of the vehicle, and unloading the torque of each tire;

[0029] If the vehicle driving state is the short-term driving state and the vehicle speed is not greater than the second vehicle speed threshold, the yaw torque of the tire on the same side of the tire blowout on the non-flat axle of the vehicle is controlled to reach the second target yaw torque included in the tire blowout control strategy, and, based on the second total required torque included in the tire blowout control strategy, the existing tire blowout braking control of the tire on the non-flat axle of the vehicle is offset.

[0030] In one possible implementation, if the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold, then driving control and / or braking control of the vehicle based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy includes:

[0031] Based on the current accelerator pedal signal of the vehicle, the current vehicle speed, and the current torque of each tire, querying the total required torque calibration list included in the tire blowout control strategy to obtain a third total required torque;

[0032] Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, querying a target yaw torque calibration list included in the tire blowout control strategy to obtain a third target yaw torque;

[0033] Based on the third total required torque and the third target yaw torque, torque compensation control is performed on the tires on the non-flatted axle of the vehicle until the vehicle stops.

[0034] In one possible implementation, if the vehicle driving state is the short-term drivable state and the vehicle speed is not greater than the second vehicle speed threshold, driving control and / or braking control of the vehicle based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy includes:

[0035] If the driver's driving intention is to stop the vehicle, a center-of-mass speed reduction rate is obtained based on the tire pressure of the blown tire, the vertical load of the blown tire, the wheel speed of each tire, and the current steering angle; a center-of-mass speed is obtained based on the center-of-mass speed reduction rate, the effective radius of the tire after the blown tire, the current yaw angular velocity, and the wheel speed of each tire; and the vehicle is braked based on the center-of-mass speed until the vehicle is stopped;

[0036] If the driver's driving intention is to complete the current driving action, based on the vehicle's current accelerator pedal signal, current vehicle speed, and current torque of each tire, a total required torque calibration list included in the tire blowout control strategy is checked to obtain a fourth total required torque. Based on the vehicle's current yaw angular velocity, current vehicle speed, and current steering angle, a target yaw torque calibration list included in the tire blowout control strategy is checked to obtain a fourth target yaw torque. Based on the fourth total required torque and the fourth target yaw torque, the vehicle is safely and smoothly driven until it is determined that the driver releases the accelerator pedal or steps on the brake pedal.

[0037] In one possible implementation, the driver's driving intention is determined by:

[0038] determining the driver's driving intention based on an accelerator pedal signal or a brake signal of the vehicle;

[0039] If the magnitude of the accelerator pedal signal is less than a first threshold or the magnitude of the brake signal is greater than a second threshold, determining that the driver's driving intention is to stop the vehicle;

[0040] If the magnitude of the accelerator pedal signal is not less than the first threshold or the magnitude of the brake signal is greater than the second threshold, it is determined that the driver intends to complete the current driving action.

[0041] In a possible implementation, it is determined that any tire of the vehicle has a tire blowout by:

[0042] monitoring the tire pressure of each tire, and determining that a tire blowout occurs when it is determined that the tire pressure of any one of the tires is less than a tire pressure threshold; and / or,

[0043] The yaw rate of the vehicle and the wheel speed of each tire are monitored, and based on the yaw rate and the rate of change of the wheel speed of each tire, it is determined that the tire has burst.

[0044] In a possible implementation, determining that a tire blowout occurs based on the yaw angular velocity and the wheel speed change rate of each tire includes:

[0045] determining a yaw acceleration of the vehicle based on the respective yaw angular velocities within the first time period, and determining a wheel speed change rate corresponding to each tire based on the respective wheel speeds of each tire within the second time period;

[0046] If the yaw angular acceleration is a positive value and the yaw angular acceleration is greater than a yaw angular acceleration threshold, then when it is determined that the difference in wheel speed change rates of the front axle tires of the vehicle is greater than a wheel speed difference threshold, and the wheel speed change rate of the right front wheel is greater than the wheel speed change rate of the left front wheel, it is determined that a tire blowout has occurred on the right front wheel; when it is determined that the difference in wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the right rear wheel is greater than the wheel speed change rate of the left rear wheel, it is determined that a tire blowout has occurred on the right rear wheel;

[0047] If the yaw angular acceleration is a negative value and is less than the negative value of the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the front axle tires is greater than the wheel speed difference threshold, and the wheel speed change rate of the left front wheel is greater than the wheel speed change rate of the right front wheel, it is determined that a tire blowout has occurred on the left front wheel; when it is determined that the difference in the wheel speed change rates of the rear axle tires is greater than the wheel speed difference threshold, and the wheel speed change rate of the left rear wheel is greater than the wheel speed change rate of the right rear wheel, it is determined that a tire blowout has occurred on the left rear wheel.

[0048] In a second aspect, an embodiment of the present application provides a tire blowout control device for a vehicle, comprising:

[0049] a determination module, configured to determine a driving state of the vehicle based on monitored quantities of the vehicle when it is determined that any tire of the vehicle has a tire blowout, wherein the monitored quantities include a yaw rate of the vehicle and a wheel speed of each tire, and / or a tire pressure of each tire;

[0050] An acquisition module, configured to acquire a tire blowout control strategy corresponding to the vehicle's driving state;

[0051] a counteracting control module, configured to perform counteracting control on an existing tire blowout braking control of the vehicle based on the tire blowout control strategy;

[0052] A control module is configured to, after determining that the existing tire blowout braking control has ended, perform drive control and / or brake control on the vehicle based on current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy.

[0053] In a possible implementation, the vehicle driving state is determined based on the monitored quantity of the vehicle, and the determination module is configured to:

[0054] Determining a rate of change of a monitored quantity of a tire blowout based on the monitored quantity of the vehicle;

[0055] If the monitoring quantity change rate is not greater than the monitoring quantity change threshold, determining that the vehicle driving state is a short-term driving state;

[0056] If the monitoring value change rate is greater than the monitoring value change threshold, determining that the vehicle driving state is a non-driving state;

[0057] Among them, if the monitored quantity is the tire pressure of the tire blowout, the monitored quantity change rate is the tire pressure change threshold; if the monitored quantity is the wheel speed of the tire blowout, the monitored quantity change rate is the wheel speed change threshold.

[0058] In a possible implementation, if the vehicle driving state is the non-drivable state, before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the offset control module is further configured to:

[0059] determining whether the vehicle speed is greater than a first vehicle speed threshold;

[0060] If so, determining whether the current operating condition of the vehicle is a preset operating condition, wherein the preset operating condition indicates that the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion coefficient of any rear wheel is less than a preset adhesion coefficient;

[0061] After determining that the current operating condition is a preset operating condition, based on the vehicle speed, acceleration, and tire pressure change rate of the tire blowout, an ideal vertical load calibration list included in the tire blowout control strategy is checked to obtain an ideal vertical load, and semi-active suspension damping correction is performed on the vehicle based on the ideal vertical load.

[0062] In a possible implementation, if the vehicle driving state is the short-term driving state, then before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the offset control module is further configured to:

[0063] determining whether the vehicle speed is greater than a second vehicle speed threshold;

[0064] If not, determining whether the current operating condition is a steering condition based on the steering wheel angle of the vehicle;

[0065] If the current operating condition is the steering operating condition, determining whether the steering operating condition is a preset steering operating condition based on the operating condition state signal, wherein a vehicle speed corresponding to the preset steering operating condition is not greater than a third vehicle speed threshold, and the third vehicle speed threshold is less than the second vehicle speed threshold;

[0066] When it is determined that the steering condition is the preset steering condition, based on the first total required torque and the first target yaw torque included in the tire blowout control strategy, torque compensation control is performed on the vehicle to achieve that the front wheel rotation center is the same as the rear wheel and the steering radius is smaller than a conventional compensation steering radius;

[0067] When it is determined that the steering condition is not the preset steering condition, if the tire blowout is located on the inner side of the turn, the vehicle's existing steering transition correction is not responded to; if the tire blowout is located on the outer side of the turn, the vehicle's existing understeering correction is not responded to.

[0068] In a possible implementation, based on the tire blowout control strategy, the existing tire blowout braking control of the vehicle is offset, and the offset control module is configured to:

[0069] If the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold, performing offset control on the existing tire blowout braking control of the tire on the opposite side of the tire blowout axle of the vehicle, and unloading the torque of each tire;

[0070] If the vehicle driving state is the short-term driving state and the vehicle speed is not greater than the second vehicle speed threshold, the yaw torque of the tire on the same side of the tire blowout on the non-flat axle of the vehicle is controlled to reach the second target yaw torque included in the tire blowout control strategy, and, based on the second total required torque included in the tire blowout control strategy, the existing tire blowout braking control of the tire on the non-flat axle of the vehicle is offset.

[0071] In one possible implementation, if the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold, then based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy, the control module is configured to:

[0072] Based on the current accelerator pedal signal of the vehicle, the current vehicle speed, and the current torque of each tire, querying the total required torque calibration list included in the tire blowout control strategy to obtain a third total required torque;

[0073] Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, querying a target yaw torque calibration list included in the tire blowout control strategy to obtain a third target yaw torque;

[0074] Based on the third total required torque and the third target yaw torque, torque compensation control is performed on the tires on the non-flatted axle of the vehicle until the vehicle stops.

[0075] In one possible implementation, if the vehicle driving state is the short-term drivable state and the vehicle speed is not greater than the second vehicle speed threshold, the control module performs drive control and / or braking control on the vehicle based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy, and is configured to:

[0076] If the driver's driving intention is to stop the vehicle, a center-of-mass speed reduction rate is obtained based on the tire pressure of the blown tire, the vertical load of the blown tire, the wheel speed of each tire, and the current steering angle; a center-of-mass speed is obtained based on the center-of-mass speed reduction rate, the effective radius of the tire after the blown tire, the current yaw angular velocity, and the wheel speed of each tire; and the vehicle is braked based on the center-of-mass speed until the vehicle is stopped;

[0077] If the driver's driving intention is to complete the current driving action, based on the vehicle's current accelerator pedal signal, current vehicle speed, and current torque of each tire, a total required torque calibration list included in the tire blowout control strategy is checked to obtain a fourth total required torque. Based on the vehicle's current yaw angular velocity, current vehicle speed, and current steering angle, a target yaw torque calibration list included in the tire blowout control strategy is checked to obtain a fourth target yaw torque. Based on the fourth total required torque and the fourth target yaw torque, the vehicle is safely and smoothly driven until it is determined that the driver releases the accelerator pedal or steps on the brake pedal.

[0078] In one possible implementation, the driver's driving intention is determined by:

[0079] determining the driver's driving intention based on an accelerator pedal signal or a brake signal of the vehicle;

[0080] If the magnitude of the accelerator pedal signal is less than a first threshold or the magnitude of the brake signal is greater than a second threshold, determining that the driver's driving intention is to stop the vehicle;

[0081] If the magnitude of the accelerator pedal signal is not less than the first threshold or the magnitude of the brake signal is greater than the second threshold, it is determined that the driver intends to complete the current driving action.

[0082] In a possible implementation, it is determined that any tire of the vehicle has a tire blowout by:

[0083] monitoring the tire pressure of each tire, and determining that a tire blowout occurs when it is determined that the tire pressure of any one of the tires is less than a tire pressure threshold; and / or,

[0084] The yaw rate of the vehicle and the wheel speed of each tire are monitored, and based on the yaw rate and the rate of change of the wheel speed of each tire, it is determined that the tire has burst.

[0085] In a possible implementation, the determining module determines whether the tire has a blowout based on the yaw angular velocity and the wheel speed change rate of each tire, and is configured to:

[0086] determining a yaw acceleration of the vehicle based on the respective yaw angular velocities within the first time period, and determining a wheel speed change rate corresponding to each tire based on the respective wheel speeds of each tire within the second time period;

[0087] If the yaw angular acceleration is a positive value and the yaw angular acceleration is greater than a yaw angular acceleration threshold, then when it is determined that the difference in wheel speed change rates of the front axle tires of the vehicle is greater than a wheel speed difference threshold, and the wheel speed change rate of the right front wheel is greater than the wheel speed change rate of the left front wheel, it is determined that a tire blowout has occurred on the right front wheel; when it is determined that the difference in wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the right rear wheel is greater than the wheel speed change rate of the left rear wheel, it is determined that a tire blowout has occurred on the right rear wheel;

[0088] If the yaw angular acceleration is a negative value and the yaw angular acceleration is less than the negative value of the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the front axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left front wheel is greater than the wheel speed change rate of the right front wheel, it is determined that a tire blowout has occurred on the left front wheel; when it is determined that the difference in the wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left rear wheel is greater than the wheel speed change rate of the right rear wheel, it is determined that a tire blowout has occurred on the left rear wheel.

[0089] In a third aspect, an embodiment of the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements a method as described in any one of the above-mentioned first aspects when executing the computer program.

[0090] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any one of the first aspects above.

[0091] In an embodiment of the present application, when it is determined that any tire of the vehicle has a tire blowout, the vehicle driving state is determined based on the vehicle's monitored quantities, wherein the monitored quantities include the vehicle's yaw angular velocity and the wheel speed of each tire, and / or the tire pressure of each tire; based on the tire blowout control strategy corresponding to the acquired vehicle driving state, the vehicle's existing tire blowout braking control is offset; and after it is determined that the existing tire blowout braking control has ended, the vehicle is driven and / or braked based on the vehicle's current state information and the total required torque and target yaw torque included in the tire blowout control strategy, thereby achieving control based on different vehicle driving states that the vehicle may be in when the tire blows out and different stabilization modes required at different time points after the tire blowout occurs, realizing torque intervention and braking intervention, and improving the accuracy of tire blowout control on the basis of ensuring safety through yaw control and multiple pre-calibrated quantities, thereby improving the smoothness performance of subsequent vehicle movements. BRIEF DESCRIPTION OF THE DRAWINGS

[0092] Figure 1 This is a flow chart of a method for controlling a tire blowout of a vehicle according to an embodiment of the present application;

[0093] Figure 2 This is a schematic diagram of a process for determining whether any tire of a vehicle has a tire blowout in an embodiment of the present application;

[0094] Figure 3 This is a schematic diagram of a process for determining a vehicle driving state in an embodiment of the present application;

[0095] Figure 4 This is a flow chart of a method for controlling a tire blowout of a vehicle in a non-drivable state according to an embodiment of the present application;

[0096] Figure 5 This is a flow chart of a method for controlling a tire blowout of a vehicle in a short-term driving state according to an embodiment of the present application;

[0097] Figure 6 This is a flow chart of a method for offsetting a conventional tire blowout braking control in an embodiment of the present application;

[0098] Figure 7This is a flow chart of a method for controlling a tire blowout of a vehicle after the tire blowout braking control is completed according to an embodiment of the present application;

[0099] Figure 8 This is a flow chart of another conventional tire blowout control method for a vehicle after tire blowout braking control is completed in an embodiment of the present application;

[0100] Figure 9 This is a flow chart of a third conventional tire blowout control method for a vehicle after tire blowout braking control is completed in an embodiment of the present application;

[0101] Figure 10 Schematic diagram of a process for determining a driver's driving intention in an embodiment of the present application;

[0102] Figure 11 This is a schematic diagram of the overall process of a tire blowout control method for a vehicle in an embodiment of the present application;

[0103] Figure 12 This is a schematic diagram of the logical architecture of a tire blowout control device for a vehicle according to an embodiment of the present application;

[0104] Figure 13 This is a schematic diagram of the physical structure of an electronic device in an embodiment of the present application. DETAILED DESCRIPTION

[0105] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0106] It should be noted that the terms "first," "second," "third," etc. in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this manner are interchangeable where appropriate, such that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0107] In order to solve the problems of low control accuracy and poor control effect in actual operation of traditional tire blowout control solutions, in an embodiment of the present application, when it is determined that any tire of the vehicle has a blowout, the vehicle's driving state is determined based on the vehicle's monitored quantities, wherein the monitored quantities include the vehicle's yaw angular velocity and the wheel speed of each tire, and / or the tire pressure of each tire; based on the tire blowout control strategy corresponding to the acquired vehicle driving state, the vehicle's existing tire blowout braking control is offset; and after determining that the existing tire blowout braking control has ended, the vehicle is driven and / or braked based on the vehicle's current state information and the total required torque and target yaw torque included in the tire blowout control strategy, thereby achieving control based on different vehicle driving states that the vehicle may be in at the time of the blowout and different stabilization modes required at different time points after the blowout occurs, realizing torque intervention and braking intervention, and improving the accuracy of tire blowout control on the basis of ensuring safety through yaw control and multiple pre-calibrated quantities, thereby improving the smoothness performance of the vehicle's subsequent movements.

[0108] The preferred implementation methods of the present application are further described in detail below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application and are not used to limit the present application. In addition, the embodiments of the present application and the features in the embodiments can be combined with each other if there is no conflict.

[0109] See Figure 1 As shown, the embodiment of the present application provides a vehicle tire blowout control method, the specific process is as follows:

[0110] Step 100: When it is determined that any tire of the vehicle has a blowout, the vehicle driving state is determined based on the vehicle's monitoring variables, wherein the monitoring variables include the vehicle's yaw angular velocity and the wheel speed of each tire, and / or the tire pressure of each tire.

[0111] In the embodiment of the present application, while the vehicle is driving, the method for determining whether any tire of the vehicle has a tire blowout includes but is not limited to the following two methods:

[0112] Method 1 is to monitor the tire pressure of each tire and determine that a tire blowout occurs when it is determined that the tire pressure of any tire among the tires is less than a tire pressure threshold.

[0113] Method 2: monitor the yaw rate of the vehicle and the wheel speed of each tire, and determine whether a tire blowout occurs based on the yaw rate and the rate of change of the wheel speed of each tire.

[0114] In the embodiment of this application, in the second method, refer to Figure 2 As shown, the following steps are performed to determine whether any tire has a puncture:

[0115] Step 200: Determine the yaw acceleration of the vehicle based on the respective yaw angular velocities within the first time period, and determine the wheel speed change rate corresponding to each tire based on the respective wheel speeds of each tire within the second time period.

[0116] Step 210: If the yaw angular acceleration is positive and the yaw angular acceleration is greater than the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the front axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the right front wheel is greater than the wheel speed change rate of the left front wheel, it is determined that a tire blowout has occurred on the right front wheel.

[0117] Step 220: If the yaw angular acceleration is positive and the yaw angular acceleration is greater than the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the right rear wheel is greater than the wheel speed change rate of the left rear wheel, it is determined that a tire blowout has occurred on the right rear wheel.

[0118] Step 230: If the yaw angular acceleration is a negative value, and the yaw angular acceleration is less than the negative value of the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the front axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left front wheel is greater than the wheel speed change rate of the right front wheel, it is determined that the left front wheel has a tire blowout.

[0119] Step 240: If the yaw angular acceleration is a negative value, and the yaw angular acceleration is less than the negative value of the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left rear wheel is greater than the wheel speed change rate of the right rear wheel, it is determined that the left rear wheel has a tire blowout.

[0120] A positive yaw acceleration indicates a clockwise change in the vehicle's yaw velocity, while a negative yaw acceleration indicates a counterclockwise change in the vehicle's yaw velocity. The front axle tire speed difference refers to the difference in wheel speed between the two tires on the vehicle's front axle (i.e., the right front wheel and the left front wheel); the rear axle tire speed difference refers to the difference in wheel speed between the two tires on the vehicle's rear axle (i.e., the right rear wheel and the left rear wheel).

[0121] It should be noted that in the embodiment of the present application, it is possible to determine that any tire of the vehicle has a flat tire by at least one of the first and second methods. In some preferred embodiments, redundant judgment can be performed by the first and second methods to more accurately determine that any tire of the vehicle has a flat tire.

[0122] In some feasible embodiments, after determining that any tire of the vehicle has a blowout, a warning is issued to the driver to inform the driver that the vehicle has a blowout and to drive carefully.

[0123] In the embodiment of the present application, when it is determined that any tire of the vehicle has a puncture by the above method, refer to Figure 3 As shown, when executing step 100, the following steps are specifically performed:

[0124] Step 1001: Determine a rate of change of a tire blowout monitoring variable based on a vehicle monitoring variable.

[0125] Step 1002: If the monitored variable change rate is not greater than the monitored variable change threshold, it is determined that the vehicle driving state is a short-term driving state, wherein, if the monitored variable is the tire pressure of the tire blowout, the monitored variable change rate is the tire pressure change threshold; if the monitored variable is the wheel speed of the tire blowout, the monitored variable change rate is the wheel speed change threshold.

[0126] Step 1003: If the monitoring quantity change rate is greater than the monitoring quantity change threshold, the vehicle driving state is determined to be an undriving state, wherein, if the monitoring quantity is the tire pressure of a tire blowout, the monitoring quantity change rate is the tire pressure change threshold; if the monitoring quantity is the wheel speed of a tire blowout, the monitoring quantity change rate is the wheel speed change threshold.

[0127] In the embodiment of the present application, through method one, a tire blowout can be detected by the tire pressure sensor, and the deflation situation of the tire blowout can be fed back in real time based on the tire pressure change rate. If it is determined that the tire pressure change rate is greater than the tire pressure change threshold, it is determined that the tire pressure of the current tire blowout has dropped sharply and the vehicle cannot complete subsequent actions, that is, it is determined that the current vehicle driving state is a non-drivable state; if it is determined that the tire pressure change rate is not greater than the tire pressure change threshold, it is determined that the tire pressure of the current tire blowout has dropped rapidly, but the tire blowout can support the completion of some actions in a short time, or the tire pressure is released slowly and can continue to support the completion of the action, that is, it is determined that the current vehicle driving state is a short-term drivable state.

[0128] Similarly, in the embodiment of the present application, through the second method, the yaw angular velocity sensor can be used to detect that the vehicle has a tire blowout, and the tire deflation situation can be fed back in real time based on the wheel speed change rate of the tire blowout. If it is determined that the wheel speed change rate of the tire blowout is greater than the wheel speed change threshold, it is determined that the tire pressure of the current tire blowout has dropped sharply and the vehicle cannot complete subsequent actions, that is, it is determined that the current vehicle driving state is an undriving state; if it is determined that the wheel speed change rate of the tire blowout is not greater than the wheel speed change threshold, it is determined that the tire pressure of the current tire blowout has dropped rapidly, but the tire blowout can support the completion of some actions in a short time, or the tire pressure is released slowly and can continue to support the completion of the action, that is, it is determined that the current vehicle driving state is a short-term drivable state.

[0129] In some preferred embodiments, the tire pressure monitoring method and wheel speed monitoring method described above may be used for redundant judgment to more accurately determine the driving state of the vehicle.

[0130] Step 110: Obtain a tire blowout control strategy corresponding to the vehicle's driving state.

[0131] In the embodiment of the present application, after executing step 100, the driving state of the vehicle is determined, and then step 110 is executed to obtain a tire blowout control strategy that matches the current driving state of the vehicle.

[0132] In a specific implementation, if it is determined that the vehicle driving state is a non-driving state, after executing step 110 to obtain the tire blowout control strategy corresponding to the vehicle driving state, refer to Figure 4 As shown, perform the following steps:

[0133] Step 1101: Determine whether the vehicle speed is greater than a first vehicle speed threshold. If so, execute step 1102; otherwise, execute step 120.

[0134] In an embodiment of the present application, when the vehicle's driving state is a non-drivable state, it is determined whether the vehicle speed is greater than a first speed threshold value to determine whether the current vehicle is in a high-speed operating condition. If the vehicle's speed is greater than the first speed threshold value, it is determined that the vehicle's current operating condition is a high-speed operating condition. Otherwise, it is determined that the vehicle's current operating condition is not a high-speed operating condition.

[0135] In some possible embodiments, after determining that any tire of the vehicle has a tire blowout, it is possible to determine whether the vehicle is in a high-speed operating condition based on the vehicle speed. If the vehicle speed is greater than a first speed threshold, it is determined that the current operating condition of the vehicle is a high-speed operating condition, and step 1102 is executed; if the vehicle speed is not greater than the first speed threshold, the current operating condition of the vehicle is not a high-speed operating condition, and step 120 is directly executed, and the vehicle is compensated and controlled only by the target yaw torque and the total required torque.

[0136] Step 1102: Determine whether the current operating condition of the vehicle is a preset operating condition, wherein the preset operating condition indicates that the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion coefficient of any rear wheel is less than a preset adhesion coefficient; if so, execute step 1103; otherwise, execute step 120.

[0137] Since a high-speed tire blowout is an extremely dangerous situation during vehicle driving, the vehicle may experience severe tail-spinning at this time. Therefore, after determining that the vehicle speed is greater than the first speed threshold, when executing step 1102, it is further determined whether the current operating condition is a preset operating condition, which is used to determine whether the vehicle has severe tail-spinning under high-speed conditions. The preset operating condition indicates that the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion system of any rear wheel is less than a preset adhesion coefficient.

[0138] In some possible embodiments, if the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion system of any rear wheel is less than the preset adhesion system, it is determined that the vehicle has a severe tailspin situation, that is, the current operating condition of the vehicle is the preset operating condition, and step 1103 is executed to control the suspension system to intervene, and together with the target yaw torque and the total required torque of the subsequent step 120, the vehicle is compensated and controlled.

[0139] In some other possible embodiments, if the vertical load of any front wheel of the vehicle is not greater than a preset load, and the adhesion system of any rear wheel is not less than a preset adhesion system, it is determined that the vehicle does not have a serious tailspin condition, that is, the current operating condition of the vehicle is not the preset operating condition, and step 120 is directly executed, that is, the vehicle is compensated and controlled only by the target yaw torque and the total required torque.

[0140] Step 1103: Based on the vehicle speed, acceleration, and tire pressure change rate of the tire blowout, the ideal vertical load calibration list included in the aforementioned tire blowout control strategy is searched to obtain the ideal vertical load, and based on the ideal vertical load, the semi-active suspension damping of the vehicle is corrected.

[0141] It should be noted that after step 1103 , step 120 needs to be executed.

[0142] Similarly, in a specific implementation, if it is determined that the vehicle driving state is a short-term driving state, after executing step 110 to obtain the tire blowout control strategy corresponding to the vehicle driving state, refer to Figure 5 As shown, perform the following steps:

[0143] Step 1101 ′: determine whether the vehicle speed is greater than a second vehicle speed threshold; if so, execute step 120 ; otherwise, execute step 1102 ′.

[0144] In the embodiment of the present application, when the vehicle driving state is a short-term driving state, it is determined whether the vehicle speed is greater than a second speed threshold value, which is used to determine whether the current vehicle is in a low-speed operating condition. If the vehicle speed is greater than the second speed threshold value, step 120 is executed, and the vehicle is subjected to torque compensation control only by using the target yaw torque and the total required torque; if the vehicle speed is not greater than the second speed threshold value, the current operating condition of the vehicle is a low-speed operating condition, and step 1102' is executed.

[0145] In an embodiment of the present application, the above-mentioned low-speed operating conditions include low-speed straight-line conditions and low-speed turning conditions, and the low-speed steering conditions include preset steering conditions (such as comfort conditions) and conventional steering conditions, wherein the vehicle speed of the preset steering condition is not greater than the third vehicle speed threshold, and the third vehicle speed threshold is less than the second vehicle speed threshold.

[0146] Step 1102 ′: Based on the steering wheel angle of the vehicle, determine whether the current working condition is a steering working condition. If so, execute step 1103 ′; otherwise, execute step 120 .

[0147] In the embodiment of the present application, after executing step 1101' to determine that the current operating condition of the vehicle is a low-speed operating condition, step 1102' is executed to determine whether the current operating condition is a turning condition, i.e., a low-speed turning condition, based on the steering wheel angle. If so, step 1103' is executed; otherwise, the current operating condition is a low-speed straight-ahead condition, and step 120 is executed.

[0148] Step 1103': Determine whether the steering condition is a preset steering condition based on the operating condition status signal, wherein the vehicle speed corresponding to the preset steering condition is not greater than a third vehicle speed threshold, and the third vehicle speed threshold is less than the second vehicle speed threshold; if so, execute step 1104'; otherwise, execute step 1105'.

[0149] Step 1104 ′: Based on the first total required torque and the first target yaw torque included in the tire blowout control strategy, perform torque compensation control on the vehicle to achieve the same center of rotation of the front wheels as that of the rear wheels, and a turning radius smaller than a conventional compensation turning radius.

[0150] In the embodiment of the present application, after determining that the vehicle is in a preset steering condition, step 1104' is executed. Based on the vehicle's current accelerator pedal signal, current vehicle speed, and current torque of each tire, the total required torque calibration list included in the aforementioned tire blowout control strategy is consulted to obtain a first total required torque. Furthermore, based on the vehicle's current speed, current steering angle, and current yaw angular velocity, the target yaw torque calibration list included in the aforementioned tire blowout control strategy is consulted to obtain a first target yaw torque. Then, based on the first total required torque and the first target yaw torque included in the tire blowout control strategy, torque compensation control is performed on the vehicle to achieve that the front wheel's orbital center is the same as that of the rear wheel, and the steering radius is smaller than the conventional compensated steering radius.

[0151] Step 1105 ′: If the tire blowout is located on the inner side of the turn, then the vehicle's existing steering transition correction is not responded to; if the tire blowout is located on the outer side of the turn, then the vehicle's existing understeering correction is not responded to.

[0152] In an embodiment of the present application, when it is determined that the current operating condition of the vehicle is not a preset steering condition, the current operating condition is determined to be a conventional steering condition. Since in the existing control strategy, in order to ensure that the vehicle can accurately complete the steering action during normal driving, a steering transition correction control strategy or an understeering correction control strategy is usually configured to compensate for the steering transition instruction or understeering instruction of the steering action provided by the driver, therefore, in the tire blowout control strategy, if the tire blowout is located on the inner side of the steering wheel, the vehicle may have a steering transition trend at this time, and the existing steering transition correction will not be responded to; if the tire blowout is located on the outer side of the steering wheel, the vehicle may have an understeering trend at this time, and the existing understeering correction will not be responded to. In this way, the smoothness of the vehicle's execution of actions can be improved on the basis of ensuring vehicle safety.

[0153] It should be noted that after step 1104 ′ and step 1105 ′, step 120 needs to be executed.

[0154] Step 120: Based on the tire blowout control strategy, perform offset control on the existing tire blowout braking control of the vehicle.

[0155] In the embodiments of this application, see Figure 6 As shown, when executing step 120, the following steps are specifically performed:

[0156] Step 1201: If the vehicle driving state is a non-drivable state, or the vehicle driving state is a short-term drivable state, and the vehicle speed is greater than a second vehicle speed threshold, then the existing tire blowout braking control of the tire on the opposite side of the tire blowout axle of the vehicle is offset and the torque of each tire is unloaded.

[0157] Under existing technology, if any tire on a vehicle experiences a blowout, the vehicle will be subject to existing blowout braking control to prevent a more dangerous accident. In this embodiment of the present application, when executing step 1201, if it is determined that the vehicle's driving state is not drivable, or that the vehicle's driving state is short-term drivable, and the vehicle speed is greater than a second speed threshold, the vehicle is adjusted based on the target yaw torque and the total required torque. In specific implementations, based on the tire pressure change rate of the blowout, the existing blowout braking control of the tire on the opposite side of the blowout axle of the vehicle is offset, maintaining the vehicle's current yaw torque at the target yaw torque requirement while simultaneously unloading the torque of each tire.

[0158] Step 1202: If the vehicle is in a short-term drivable state and the vehicle speed is not greater than a second vehicle speed threshold, the yaw torque of the tire on the same side of the tire blowout on the non-flat tire axle of the vehicle is controlled to reach the second target yaw torque included in the tire blowout control strategy, and, based on the second total required torque included in the tire blowout control strategy, the existing tire blowout braking control of the tire on the non-flat tire axle of the vehicle is offset.

[0159] Under existing technology, if any tire on a vehicle experiences a tire blowout, the vehicle will be subjected to existing tire blowout braking control to prevent a more dangerous accident. In this embodiment of the present application, when executing step 1202, if it is determined that the vehicle's driving state is suitable for short-term driving and the vehicle speed is not greater than a second vehicle speed threshold, the yaw torque of the tire on the non-blowout axle of the vehicle on the same side as the tire blowout is controlled to reach the second target yaw torque included in the tire blowout control strategy. Furthermore, based on the second total required torque included in the tire blowout control strategy, the existing tire blowout braking control of the tire on the non-blowout axle of the vehicle is offset.

[0160] Step 130 : After determining that the tire blowout braking control has ended, based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy, drive control and / or braking control are performed on the vehicle.

[0161] In the embodiment of the present application, when it is detected that the instantaneous value of the braking torque acting on the tire blowout shaft is less than the preset braking torque threshold, it is determined that the tire blowout braking control has ended. Then, when executing step 130, depending on the vehicle driving state, including but not limited to the following situations:

[0162] In case 1, the vehicle driving state is a non-drivable state, or the vehicle driving state is a short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold.

[0163] In the embodiments of this application, see Figure 7 As shown, when executing step 130, the following steps are specifically performed:

[0164] Step 1301: Based on the current accelerator pedal signal, current vehicle speed and current torque of each tire of the vehicle, the total required torque calibration list included in the aforementioned tire blowout control strategy is searched to obtain a third total required torque.

[0165] Step 1302: Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, the target yaw torque calibration list included in the tire blowout control strategy is searched to obtain a third target yaw torque.

[0166] In the embodiment of the present application, the aforementioned tire blowout control strategy includes a total required torque calibration list and a target yaw torque calibration list corresponding to different vehicle status information. Therefore, by executing steps 1301 and 1302, the total required torque and target yaw torque that match the current vehicle status information can be obtained by looking up the table.

[0167] Step 1303: Based on the third total required torque and the third target yaw torque, torque compensation control is performed on the tires on the non-flatted axle of the vehicle until the vehicle stops.

[0168] In the second case, the vehicle is in a short-term driving state and the vehicle speed is not greater than the second vehicle speed threshold.

[0169] In the embodiment of the present application, depending on the driver's driving intention, the following two situations are included but not limited to:

[0170] Driving intention Figure 1 , the driver's driving intention is to stop the vehicle.

[0171] See Figure 8 As shown, when executing step 130, the following steps are specifically performed:

[0172] Step 1301 ′: Obtain a vehicle center of mass speed reduction rate based on the tire pressure of the tire blowout, the vertical load of the tire blowout, the wheel speed of each tire, and the current steering angle.

[0173] In the embodiment of the present application, the corresponding relationship between the tire pressure of the tire blowout, the vertical load of the tire blowout, the wheel speed of each tire, and the current steering angle, and the center of mass speed reduction rate is obtained in advance through experiments, and the corresponding relationship is calibrated into the tire blowout control strategy. Then, when executing step 1301', the center of mass speed reduction rate can be obtained based on the current tire pressure of the tire blowout, the vertical load of the tire blowout, the wheel speed of each tire, and the current steering angle (i.e., the steering wheel angle).

[0174] Step 1302 ′: derive the vehicle center speed based on the vehicle center speed reduction rate, the effective radius of the tire after the tire burst, the current yaw rate, and the wheel speed of each tire.

[0175] In the embodiment of the present application, the effective radius of the tire after a tire blowout can be obtained by checking the tire effective radius calibration list, and the above tire effective radius calibration list is a pre-calibrated map: current tire pressure-tire vertical load-tire effective radius map.

[0176] Step 1303 ′: braking the vehicle based on the vehicle center of mass speed until the vehicle stops.

[0177] Driving intention Figure 2 , the driver's driving intention is to complete the current driving action.

[0178] See Figure 9 As shown, when executing step 130, the following steps are specifically performed:

[0179] Step 1301": Based on the current accelerator pedal signal, current vehicle speed, and current torque of each tire of the vehicle, the total required torque calibration list included in the aforementioned tire blowout control strategy is searched to obtain a fourth total required torque.

[0180] Step 1302 ”: Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, the target yaw torque calibration list included in the tire blowout control strategy is searched to obtain a fourth target yaw torque.

[0181] In the embodiment of the present application, the aforementioned tire blowout control strategy includes a calibration list of total required torque and target yaw torque corresponding to different vehicle status information. Therefore, by executing steps 1301" and 1302", the total required torque and target yaw torque that match the current vehicle status information can be obtained by looking up the table.

[0182] Step 1303 ”: Based on the fourth total required torque and the fourth target yaw torque, the vehicle is controlled to be driven safely and smoothly until it is determined that the driver releases the accelerator pedal or the driver steps on the brake pedal.

[0183] In the embodiment of the present application, when executing step 1303", torque is distributed to each tire of the vehicle based on the fourth total required torque to achieve longitudinal smoothing control, and yaw control is performed on the vehicle based on the fourth target yaw torque to ensure vehicle stability until the driver releases the accelerator pedal or the driver steps on the brake pedal, that is, the vehicle is decelerated and stopped.

[0184] In the embodiments of this application, see Figure 10 As shown, the driver's driving intention is determined by executing the following steps:

[0185] Step 1000: Determine the driver's driving intention based on the vehicle's accelerator pedal signal or brake signal.

[0186] In an embodiment of the present application, after the vehicle determines that any tire has a blowout, it will issue a warning to the driver. Before executing step 1000, if the driver hears the above warning, he will make a corresponding subjective judgment and then perform control operations on the vehicle based on the subjective judgment. Or if the driver hears the above warning and performs subconscious control operations on the vehicle, such as releasing the accelerator pedal, stepping on the brake, etc., the vehicle determines the driver's driving intention based on the accelerator pedal signal or the brake signal.

[0187] Step 1010: If the magnitude of the accelerator pedal signal is less than the first threshold or the magnitude of the brake signal is greater than the second threshold, it is determined that the driver's driving intention is to stop the vehicle.

[0188] Step 1020: If the magnitude of the accelerator pedal signal is not less than the first threshold or the magnitude of the brake signal is greater than the second threshold, it is determined that the driver intends to complete the current driving action.

[0189] In step 1010 and step 1020, the first threshold may be 1 / 3 of the maximum value of the accelerator pedal signal, and the second threshold may be a value greater than 0.

[0190] It should be noted that the first threshold and the second threshold in the embodiment of the present application are only examples, and can be specifically set according to actual conditions in actual applications.

[0191] The above embodiment is further described in detail below using specific examples.

[0192] For example, take a case where any tire of vehicle A has a blowout.

[0193] See Figure 11 As shown, the overall process of a vehicle tire blowout control method provided by an embodiment of the present application is as follows:

[0194] Step 1400: Determine a rate of change of the tire blowout monitoring quantity based on the vehicle monitoring quantity.

[0195] Step 1401: If the monitoring quantity change rate is greater than the monitoring quantity change threshold, it is determined that the vehicle driving state of the vehicle is a non-drivable state.

[0196] Step 1402: Determine whether the vehicle speed is greater than a first vehicle speed threshold. If so, execute step 1403; otherwise, execute step 1405.

[0197] Step 1403: Determine whether the current operating condition of the vehicle is a preset operating condition, wherein the preset operating condition indicates that the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion coefficient of any rear wheel is less than a preset adhesion coefficient. If so, execute step 1404; otherwise, execute step 1405.

[0198] Step 1404: Based on the vehicle speed, acceleration, and tire pressure change rate of the tire blowout, the ideal vertical load calibration list included in the aforementioned tire blowout control strategy is searched to obtain the ideal vertical load, and based on the ideal vertical load, the semi-active suspension damping of the vehicle is corrected.

[0199] Step 1405: Perform offset control on the existing tire blowout braking control of the tire on the opposite side of the tire blowout axle of the vehicle, and unload the torque of each tire.

[0200] Step 1406: After determining that the tire blowout braking control has ended, based on the current accelerator pedal signal of the vehicle, the current vehicle speed and the current torque of each tire, the total required torque calibration list included in the aforementioned tire blowout control strategy is checked to obtain a third total required torque.

[0201] Step 1407: Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, the target yaw torque calibration list included in the tire blowout control strategy is searched to obtain a third target yaw torque.

[0202] Step 1408 : Based on the third total required torque and the third target yaw torque, perform torque compensation control on the tires on the non-flatted axle of the vehicle until the vehicle stops.

[0203] Step 1409: If the monitoring quantity change rate is not greater than the monitoring quantity change threshold, it is determined that the vehicle driving state is a short-term driving state.

[0204] Step 1410: Determine whether the vehicle speed is greater than the second vehicle speed threshold. If so, execute step 1405; otherwise, execute step 1411.

[0205] Step 1411: Based on the steering wheel angle of the vehicle, determine whether the current working condition is a steering condition. If so, execute step 1412; otherwise, execute step 1415.

[0206] Step 1412: Determine whether the steering condition is a preset steering condition based on the operating condition status signal, wherein the vehicle speed corresponding to the preset steering condition is not greater than a third vehicle speed threshold, and the third vehicle speed threshold is less than the second vehicle speed threshold; if so, execute step 1413, otherwise, execute step 1414.

[0207] Step 1413: Based on the first total required torque and the first target yaw torque included in the tire blowout control strategy, torque compensation control is performed on the vehicle to achieve that the front wheel's orbital center is the same as that of the rear wheel, and the turning radius is smaller than the conventional compensation turning radius.

[0208] Step 1414: If the tire blowout is located on the inner side of the turn, then do not respond to the vehicle's existing steering transition correction; if the tire blowout is located on the outer side of the turn, then do not respond to the vehicle's existing understeering correction.

[0209] Step 1415: Control the yaw torque of the tire on the same side of the tire blowout on the non-flat tire axle of the vehicle to reach the second target yaw torque included in the tire blowout control strategy, and, based on the second total required torque included in the tire blowout control strategy, offset the existing tire blowout braking control of the tire on the non-flat tire axle of the vehicle.

[0210] Step 1416: After determining that the tire blowout braking control has ended, if the driver's driving intention is to stop the vehicle, the center of mass speed reduction rate is obtained based on the tire pressure of the tire blowout, the vertical load of the tire blowout, the wheel speed of each tire and the current steering angle, and the center of mass speed is obtained based on the center of mass speed reduction rate, the effective radius of the tire after the tire blowout, the current yaw angular velocity and the wheel speed of each tire. The vehicle is braked based on the center of mass speed until the vehicle stops.

[0211] Step 1417: After determining that the tire blowout braking control has ended, based on the vehicle's current accelerator pedal signal, current vehicle speed, and current torque of each tire, the total required torque calibration list included in the aforementioned tire blowout control strategy is checked to obtain a fourth total required torque.

[0212] Step 1418: Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, the target yaw torque calibration list included in the tire blowout control strategy is searched to obtain a fourth target yaw torque.

[0213] Step 1419: Based on the fourth total required torque and the fourth target yaw torque, the vehicle is controlled to drive safely and smoothly until it is determined that the driver releases the accelerator pedal or the driver steps on the brake pedal.

[0214] Based on the same inventive concept, see Figure 12 As shown, an embodiment of the present application provides a vehicle tire blowout control device, comprising:

[0215] a determination module 1210 for determining a vehicle driving state based on monitored quantities of the vehicle when it is determined that any tire of the vehicle has a tire blowout, wherein the monitored quantities include the vehicle's yaw rate and the wheel speed of each tire, and / or the tire pressure of each tire;

[0216] An acquisition module 1220 is configured to acquire a tire blowout control strategy corresponding to the vehicle driving state;

[0217] a counteracting control module 1230 for performing counteracting control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy;

[0218] The control module 1240 is configured to, after determining that the existing tire blowout braking control is completed, perform drive control and / or brake control on the vehicle based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy.

[0219] In a possible implementation, the vehicle driving state is determined based on the monitored amount of the vehicle, and the determination module 1210 is configured to:

[0220] Determining a rate of change of a monitored quantity of a tire blowout based on the monitored quantity of the vehicle;

[0221] If the monitoring quantity change rate is not greater than the monitoring quantity change threshold, determining that the vehicle driving state is a short-term driving state;

[0222] If the monitoring value change rate is greater than the monitoring value change threshold, determining that the vehicle driving state is a non-driving state;

[0223] Among them, if the monitored quantity is the tire pressure of the tire blowout, the monitored quantity change rate is the tire pressure change threshold; if the monitored quantity is the wheel speed of the tire blowout, the monitored quantity change rate is the wheel speed change threshold.

[0224] In one possible implementation, if the vehicle driving state is the non-drivable state, before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the offset control module 1230 is further configured to:

[0225] determining whether the vehicle speed is greater than a first vehicle speed threshold;

[0226] If so, determining whether the current operating condition of the vehicle is a preset operating condition, wherein the preset operating condition indicates that the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion coefficient of any rear wheel is less than a preset adhesion coefficient;

[0227] After determining that the current operating condition is a preset operating condition, based on the vehicle speed, acceleration, and tire pressure change rate of the tire blowout, an ideal vertical load calibration list included in the tire blowout control strategy is checked to obtain an ideal vertical load, and semi-active suspension damping correction is performed on the vehicle based on the ideal vertical load.

[0228] In one possible implementation, if the vehicle driving state is the short-term driving state, then before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the offset control module 1230 is further configured to:

[0229] determining whether the vehicle speed is greater than a second vehicle speed threshold;

[0230] If not, determining whether the current operating condition is a steering condition based on the steering wheel angle of the vehicle;

[0231] If the current operating condition is the steering operating condition, determining whether the steering operating condition is a preset steering operating condition based on the operating condition state signal, wherein a vehicle speed corresponding to the preset steering operating condition is not greater than a third vehicle speed threshold, and the third vehicle speed threshold is less than the second vehicle speed threshold;

[0232] When it is determined that the steering condition is the preset steering condition, based on the first total required torque and the first target yaw torque included in the tire blowout control strategy, torque compensation control is performed on the vehicle to achieve that the front wheel rotation center is the same as the rear wheel and the steering radius is smaller than a conventional compensation steering radius;

[0233] When it is determined that the steering condition is not the preset steering condition, if the tire blowout is located on the inner side of the turn, the vehicle's existing steering transition correction is not responded to; if the tire blowout is located on the outer side of the turn, the vehicle's existing understeering correction is not responded to.

[0234] In a possible implementation, based on the tire blowout control strategy, the existing tire blowout braking control of the vehicle is offset, and the offset control module 1230 is configured to:

[0235] If the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold, performing offset control on the existing tire blowout braking control of the tire on the opposite side of the tire blowout axle of the vehicle, and unloading the torque of each tire;

[0236] If the vehicle driving state is the short-term driving state and the vehicle speed is not greater than the second vehicle speed threshold, the yaw torque of the tire on the same side of the tire blowout on the non-flat axle of the vehicle is controlled to reach the second target yaw torque included in the tire blowout control strategy, and, based on the second total required torque included in the tire blowout control strategy, the existing tire blowout braking control of the tire on the non-flat axle of the vehicle is offset.

[0237] In one possible implementation, if the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold, then based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy, the control module 1240 is configured to:

[0238] Based on the current accelerator pedal signal of the vehicle, the current vehicle speed, and the current torque of each tire, querying the total required torque calibration list included in the tire blowout control strategy to obtain a third total required torque;

[0239] Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, querying a target yaw torque calibration list included in the tire blowout control strategy to obtain a third target yaw torque;

[0240] Based on the third total required torque and the third target yaw torque, torque compensation control is performed on the tires on the non-flatted axle of the vehicle until the vehicle stops.

[0241] In one possible implementation, if the vehicle driving state is the short-term drivable state and the vehicle speed is not greater than the second vehicle speed threshold, the control module 1240 performs driving control and / or braking control on the vehicle based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy. The control module 1240 is configured to:

[0242] If the driver's driving intention is to stop the vehicle, a center-of-mass speed reduction rate is obtained based on the tire pressure of the blown tire, the vertical load of the blown tire, the wheel speed of each tire, and the current steering angle; a center-of-mass speed is obtained based on the center-of-mass speed reduction rate, the effective radius of the tire after the blown tire, the current yaw angular velocity, and the wheel speed of each tire; and the vehicle is braked based on the center-of-mass speed until the vehicle is stopped;

[0243] If the driver's driving intention is to complete the current driving action, based on the vehicle's current accelerator pedal signal, current vehicle speed, and current torque of each tire, a total required torque calibration list included in the tire blowout control strategy is checked to obtain a fourth total required torque. Based on the vehicle's current yaw angular velocity, current vehicle speed, and current steering angle, a target yaw torque calibration list included in the tire blowout control strategy is checked to obtain a fourth target yaw torque. Based on the fourth total required torque and the fourth target yaw torque, the vehicle is safely and smoothly driven until it is determined that the driver releases the accelerator pedal or steps on the brake pedal.

[0244] In one possible implementation, the driver's driving intention is determined by:

[0245] determining the driver's driving intention based on an accelerator pedal signal or a brake signal of the vehicle;

[0246] If the magnitude of the accelerator pedal signal is less than a first threshold or the magnitude of the brake signal is greater than a second threshold, determining that the driver's driving intention is to stop the vehicle;

[0247] If the magnitude of the accelerator pedal signal is not less than the first threshold or the magnitude of the brake signal is greater than the second threshold, it is determined that the driver intends to complete the current driving action.

[0248] In a possible implementation, it is determined that any tire of the vehicle has a tire blowout by:

[0249] monitoring the tire pressure of each tire, and determining that a tire blowout occurs when it is determined that the tire pressure of any one of the tires is less than a tire pressure threshold; and / or,

[0250] The yaw rate of the vehicle and the wheel speed of each tire are monitored, and based on the yaw rate and the rate of change of the wheel speed of each tire, it is determined that the tire has burst.

[0251] In a possible implementation, the determination module 1210 is configured to:

[0252] determining a yaw acceleration of the vehicle based on the respective yaw angular velocities within the first time period, and determining a wheel speed change rate corresponding to each tire based on the respective wheel speeds of each tire within the second time period;

[0253] If the yaw angular acceleration is a positive value and the yaw angular acceleration is greater than a yaw angular acceleration threshold, then when it is determined that the difference in wheel speed change rates of the front axle tires of the vehicle is greater than a wheel speed difference threshold, and the wheel speed change rate of the right front wheel is greater than the wheel speed change rate of the left front wheel, it is determined that a tire blowout has occurred on the right front wheel; when it is determined that the difference in wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the right rear wheel is greater than the wheel speed change rate of the left rear wheel, it is determined that a tire blowout has occurred on the right rear wheel;

[0254] If the yaw angular acceleration is a negative value and the yaw angular acceleration is less than the negative value of the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the front axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left front wheel is greater than the wheel speed change rate of the right front wheel, it is determined that a tire blowout has occurred on the left front wheel; when it is determined that the difference in the wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left rear wheel is greater than the wheel speed change rate of the right rear wheel, it is determined that a tire blowout has occurred on the left rear wheel.

[0255] See Figure 13 As shown, an electronic device is provided in an embodiment of the present application, which can realize the functions of the tire blowout control method of the vehicle, referring to Figure 13 , the electronic device comprises:

[0256] At least one processor 131, and a memory 132 connected to the at least one processor 131. The specific connection medium between the processor 131 and the memory 132 is not limited in the embodiment of the present application. Figure 13 In the example, the processor 131 and the memory 132 are connected via the bus 130. The bus 130 is connected to the memory 132 via the bus 130. Figure 13 The bus 130 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 13 The diagram is represented by only one thick line, but this does not mean that there is only one bus or one type of bus. Alternatively, the processor 131 may also be referred to as a controller, without limitation to the name.

[0257] In the embodiment of the present application, memory 132 stores instructions executable by at least one processor 131. At least one processor 131 can execute the vehicle tire blowout control method discussed above by executing the instructions stored in memory 132. Processor 131 can implement the functions of the vehicle tire blowout control device.

[0258] In one possible design, processor 131 may include one or more processing units. Processor 131 may integrate an application processor and a modem processor. The application processor primarily processes the operating system, user interface, and application programs, while the modem processor primarily handles wireless communications. It is understood that the modem processor may not be integrated into processor 131. In some embodiments, processor 131 and memory 132 may be implemented on the same chip. In some embodiments, they may also be implemented on separate chips.

[0259] The processor 131 can be a general-purpose processor, such as a central processing unit (CPU), a digital signal processor, an application-specific integrated circuit, a field-programmable gate array or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component, and can implement or execute the various methods, steps, and logic diagrams disclosed in the embodiments of this application. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the vehicle tire blowout control method disclosed in the embodiments of this application can be directly implemented and executed by a hardware processor, or by a combination of hardware and software modules in the processor.

[0260] The memory 132 is a non-volatile computer-readable storage medium that can be used to store non-volatile software programs, non-volatile computer executable programs and modules. The memory 132 may include at least one type of storage medium, such as a flash memory, a hard disk, a multimedia card, a card-type memory, a random access memory (RAM), a static random access memory (SRAM), a programmable read-only memory (PROM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic memory, a disk, an optical disk, etc. The memory 132 is any other medium that can be used to carry or store desired program codes in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory 132 in the embodiment of the present application can also be a circuit or any other device that can realize a storage function, for storing program instructions and / or data.

[0261] By programming the processor 131, the code corresponding to the tire blowout control method of the vehicle described in the above embodiment can be fixed into the chip, so that the chip can execute the code when running. Figure 1 The steps of the vehicle tire blowout control method of the embodiment shown are as follows: How to design and program the processor 131 is a technique well known to those skilled in the art and will not be described in detail here.

[0262] Based on the same inventive concept, an embodiment of the present application provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps of the method described in any one of the above embodiments are implemented.

[0263] In some possible implementations, various aspects of the tire blowout control method for a vehicle provided by the present application may also be implemented in the form of a program product, which includes program code. When the program product is run on an apparatus, the program code is used to cause the control device to execute the steps of the tire blowout control method for a vehicle according to various exemplary embodiments of the present application described above in this specification.

[0264] It should be noted that although several units or subunits of the device are mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, depending on the embodiment of the application, the features and functions of two or more units described above can be embodied in a single unit. Conversely, the features and functions of a single unit described above can be further divided and embodied by multiple units.

[0265] Furthermore, although the operations of the method of the present application are described in a particular order in the accompanying drawings, this does not require or imply that the operations must be performed in this particular order, or that all illustrated operations must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps.

[0266] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0267] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 means for performing functions specified in a process or multiple processes and / or a block or multiple blocks in a block diagram.

[0268] The program code used to perform the operations of the present application may be written using any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's device, as a stand-alone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0269] Where a remote computing device is involved, the remote computing device may be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., through the Internet using an Internet service provider).

[0270] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 The functions specified in one or more blocks in a process or multiple processes and / or a block diagram.

[0271] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 The steps of the functions specified in a process or multiple processes and / or a block or multiple blocks in the block diagram.

[0272] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A method for controlling a tire blowout of a vehicle, characterized in that: include: When it is determined that any tire of the vehicle has a tire blowout, determining a vehicle driving state based on a monitoring quantity change rate and a monitoring quantity change threshold of a monitoring quantity of the vehicle, wherein the monitoring quantity includes the yaw angular velocity of the vehicle and the wheel speed of each tire, or the tire pressure of each tire, or the yaw angular velocity of the vehicle and the wheel speed and tire pressure of each tire, and the vehicle driving state includes an undriving state and a short-term drivable state; Obtaining a tire blowout control strategy corresponding to the vehicle driving state; Based on the tire blowout control strategy, offsetting control is performed on the existing tire blowout braking control of the vehicle; After determining that the existing tire blowout braking control is completed, performing driving control and / or braking control on the vehicle based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy; The method of performing offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy includes: If the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than a second vehicle speed threshold, performing offset control on the existing tire blowout braking control of the tire on the opposite side of the tire blowout axle of the vehicle, and unloading the torque of each tire; If the vehicle driving state is the short-term driving state and the vehicle speed is not greater than the second vehicle speed threshold, the yaw torque of the tire on the same side of the tire blowout on the non-flat axle of the vehicle is controlled to reach the second target yaw torque included in the tire blowout control strategy, and, based on the second total required torque included in the tire blowout control strategy, the existing tire blowout braking control of the tire on the non-flat axle of the vehicle is offset.

2. The method according to claim 1, wherein The determining of the vehicle driving state based on the monitoring quantity change rate and the monitoring quantity change threshold of the monitoring quantity of the vehicle includes: If the monitoring value change rate is not greater than the monitoring value change threshold, determining that the vehicle driving state is the short-term driving state; and / or, If the monitoring value change rate is greater than the monitoring value change threshold, determining that the vehicle driving state is the non-driving state; Among them, if the monitored quantity is the tire pressure of the tire blowout, the monitored quantity change rate is the tire pressure change threshold; if the monitored quantity is the wheel speed of the tire blowout, the monitored quantity change rate is the wheel speed change threshold.

3. The method according to claim 2, wherein If the vehicle driving state is the non-drivable state, before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the method further includes: determining whether the vehicle speed is greater than a first vehicle speed threshold; If so, determining whether the current operating condition of the vehicle is a preset operating condition, wherein the preset operating condition indicates that the vertical load of any front wheel of the vehicle is greater than a preset load, and the adhesion coefficient of any rear wheel is less than a preset adhesion coefficient; After determining that the current operating condition is a preset operating condition, based on the vehicle speed, acceleration, and tire pressure change rate of the tire blowout, an ideal vertical load calibration list included in the tire blowout control strategy is checked to obtain an ideal vertical load, and semi-active suspension damping correction is performed on the vehicle based on the ideal vertical load.

4. The method according to claim 2, wherein If the vehicle driving state is the short-term driving state, before performing the offset control on the existing tire blowout braking control of the vehicle based on the tire blowout control strategy, the method further includes: determining whether the vehicle speed is greater than the second vehicle speed threshold; If not, determining whether the current operating condition is a steering condition based on the steering wheel angle of the vehicle; If the current operating condition is the steering operating condition, determining whether the steering operating condition is a preset steering operating condition based on the operating condition state signal, wherein a vehicle speed corresponding to the preset steering operating condition is not greater than a third vehicle speed threshold, and the third vehicle speed threshold is less than the second vehicle speed threshold; When it is determined that the steering condition is the preset steering condition, based on the first total required torque and the first target yaw torque included in the tire blowout control strategy, torque compensation control is performed on the vehicle to achieve that the front wheel rotation center is the same as the rear wheel and the steering radius is smaller than a conventional compensation steering radius; When it is determined that the steering condition is not the preset steering condition, if the tire blowout is located on the inner side of the turn, the vehicle's existing steering transition correction is not responded to; if the tire blowout is located on the outer side of the turn, the vehicle's existing understeering correction is not responded to.

5. The method according to claim 4, wherein If the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than the second vehicle speed threshold, driving control and / or braking control of the vehicle is performed based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy, including: Based on the current accelerator pedal signal of the vehicle, the current vehicle speed, and the current torque of each tire, querying the total required torque calibration list included in the tire blowout control strategy to obtain a third total required torque; Based on the current yaw rate, current vehicle speed, and current steering angle of the vehicle, querying a target yaw torque calibration list included in the tire blowout control strategy to obtain a third target yaw torque; Based on the third total required torque and the third target yaw torque, torque compensation control is performed on the tires on the non-flatted axle of the vehicle until the vehicle stops.

6. The method according to claim 4, wherein If the vehicle driving state is the short-term driving state and the vehicle speed is not greater than the second vehicle speed threshold, driving control and / or braking control of the vehicle is performed based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy, including: If the driver's driving intention is to stop the vehicle, a center-of-mass speed reduction rate is obtained based on the tire pressure of the blown tire, the vertical load of the blown tire, the wheel speed of each tire, and the current steering angle; a center-of-mass speed is obtained based on the center-of-mass speed reduction rate, the effective radius of the tire after the blown tire, the current yaw angular velocity, and the wheel speed of each tire; and the vehicle is braked based on the center-of-mass speed until the vehicle is stopped; If the driver's driving intention is to complete the current driving action, based on the vehicle's current accelerator pedal signal, current vehicle speed, and current torque of each tire, a total required torque calibration list included in the tire blowout control strategy is checked to obtain a fourth total required torque. Based on the vehicle's current yaw angular velocity, current vehicle speed, and current steering angle, a target yaw torque calibration list included in the tire blowout control strategy is checked to obtain a fourth target yaw torque. Based on the fourth total required torque and the fourth target yaw torque, the vehicle is safely and smoothly driven until it is determined that the driver releases the accelerator pedal or steps on the brake pedal.

7. The method according to claim 6, wherein The driver's driving intention is determined by: determining the driver's driving intention based on an accelerator pedal signal or a brake signal of the vehicle; If the magnitude of the accelerator pedal signal is less than a first threshold or the magnitude of the brake signal is greater than a second threshold, determining that the driver's driving intention is to stop the vehicle; If the magnitude of the accelerator pedal signal is not less than the first threshold or the magnitude of the brake signal is greater than the second threshold, it is determined that the driver intends to complete the current driving action.

8. The method according to any one of claims 1 to 7, wherein: Determine whether any tire of the vehicle has a puncture by: monitoring the tire pressure of each tire, and determining that a tire blowout occurs when it is determined that the tire pressure of any one of the tires is less than a tire pressure threshold; and / or, The yaw rate of the vehicle and the wheel speed of each tire are monitored, and based on the yaw rate and the rate of change of the wheel speed of each tire, it is determined that the tire has burst.

9. The method according to claim 8, wherein The step of determining whether a tire blowout occurs based on the yaw angular velocity and the wheel speed change rate of each tire includes: determining a yaw acceleration of the vehicle based on the respective yaw angular velocities within the first time period, and determining a wheel speed change rate corresponding to each tire based on the respective wheel speeds of each tire within the second time period; If the yaw angular acceleration is a positive value and the yaw angular acceleration is greater than a yaw angular acceleration threshold, then when it is determined that the difference in wheel speed change rates of the front axle tires of the vehicle is greater than a wheel speed difference threshold, and the wheel speed change rate of the right front wheel is greater than the wheel speed change rate of the left front wheel, it is determined that a tire blowout has occurred on the right front wheel; when it is determined that the difference in wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the right rear wheel is greater than the wheel speed change rate of the left rear wheel, it is determined that a tire blowout has occurred on the right rear wheel; If the yaw angular acceleration is a negative value and the yaw angular acceleration is less than the negative value of the yaw angular acceleration threshold, then when it is determined that the difference in the wheel speed change rates of the front axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left front wheel is greater than the wheel speed change rate of the right front wheel, it is determined that a tire blowout has occurred on the left front wheel; when it is determined that the difference in the wheel speed change rates of the rear axle tires of the vehicle is greater than the wheel speed difference threshold, and the wheel speed change rate of the left rear wheel is greater than the wheel speed change rate of the right rear wheel, it is determined that a tire blowout has occurred on the left rear wheel.

10. A tire blowout control device for a vehicle, characterized in that: include: a determination module, configured to determine a vehicle driving state based on a monitoring quantity change rate and a monitoring quantity change threshold of a monitoring quantity of the vehicle when it is determined that any tire of the vehicle has a tire blowout, wherein the monitoring quantity includes the yaw rate of the vehicle and the wheel speed of each tire, or the tire pressure of each tire, or the yaw rate of the vehicle and the wheel speed and tire pressure of each tire, and the vehicle driving state includes a non-drivable state and a short-term drivable state; An acquisition module, configured to acquire a tire blowout control strategy corresponding to the vehicle's driving state; a counteracting control module, configured to perform counteracting control on an existing tire blowout braking control of the vehicle based on the tire blowout control strategy; a control module configured to, after determining that the existing tire blowout braking control has ended, perform drive control and / or brake control on the vehicle based on current state information of the vehicle and a total required torque and a target yaw torque included in the tire blowout control strategy; Wherein, if the vehicle driving state is the non-drivable state, or the vehicle driving state is the short-term drivable state, and the vehicle speed is greater than a second vehicle speed threshold, the offset control module is specifically configured to: offset the existing tire blowout braking control of the tire on the opposite side of the tire blowout axle of the vehicle, and unload the torque of each tire; If the vehicle driving state is the short-term driving state and the vehicle speed is not greater than the second vehicle speed threshold, the offset control module is specifically configured to: control the yaw torque of the tire on the same side of the tire blowout of the non-flat tire axle of the vehicle to reach the second target yaw torque included in the tire blowout control strategy; and, based on the second total required torque included in the tire blowout control strategy, perform offset control on the existing tire blowout braking control of the tire on the non-flat tire axle of the vehicle.

11. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 9 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 9 are implemented.

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