Tire burst vehicle stability control device and control method

Abstract

The invention discloses a tire burst vehicle stability control device and control method.The tire burst vehicle stability control device comprises a tire pressure sensor and a tire pressure receiving module, the tire pressure sensor is used for detecting tire pressure information of a tire, and the tire pressure receiving module is electrically connected with the tire pressure sensor and used for receiving the tire pressure information; the control module is electrically connected with the tire pressure receiving module and is suitable for making a control instruction when the tire burst is determined according to the tire pressure information; and the tire burst execution mechanism is electrically connected with the control module, and the tire burst execution mechanism is suitable for selectively locking the steering column according to the control instruction. According to the tire burst vehicle stability control device, when the tire of the vehicle is burst, the vehicle can be rapidly and stably stopped, and misoperation of a driver is prevented.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a stability control device and a control method for a vehicle with a tire burst. Background Art

[0002] With the rapid development of the automobile industry, the number of cars in use continues to grow, and traffic accidents caused by tire blowouts are increasing, especially on highways. Since a tire blowout happens in an instant, the tire pressure drops rapidly, causing the wheel to yaw quickly to the side of the blown tire. At this time, the driver is prone to panic due to the suddenness of the accident, resulting in incorrect operations such as slamming the steering wheel, which makes it easier for the vehicle to lose control.

[0003] The current technical solution is to control the braking torque distribution of the four wheels based on the ESP system. In the event of a tire blowout, the braking force of the four wheels is redistributed to keep the vehicle stable. However, this system can only control the braking force distribution of the wheels and cannot control driver misoperation. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a tire blowout vehicle stability control device and a tire blowout vehicle stability control method, which can make the vehicle stop quickly and stably when a tire blowout occurs, and prevent the driver from misoperation.

[0005] According to an embodiment of the present invention, a tire blowout vehicle stability control device includes: a tire pressure sensor and a tire pressure receiving module, wherein the tire pressure sensor is used to detect tire pressure information of a vehicle tire, and the tire pressure receiving module is electrically connected to the tire pressure sensor and is used to receive the tire pressure information; a control module, wherein the control module is electrically connected to the tire pressure receiving module and is suitable for making a control instruction when a tire blowout is determined based on the tire pressure information; and a tire blowout actuator, wherein the tire blowout actuator is electrically connected to the control module and is suitable for selectively locking the steering column based on the control instruction.

[0006] According to the tire blowout vehicle stability control device of the embodiment of the present invention, after receiving the tire pressure information from the tire pressure receiving module, the control module sends a control instruction to the tire blowout actuator, so that the tire blowout actuator can lock the steering column at a certain frequency, that is, the steering column is locked and released alternately at a certain frequency, and the steering column is locked to prevent the wheel from deflecting and causing the vehicle to deviate from the driving direction. The locking and releasing at a certain frequency can achieve the driver's small correction of the driving direction, cooperate with the braking system to make the vehicle stop stably, and prevent the driver from instinctively manipulating the steering wheel drastically after a tire blowout, thereby improving driving safety.

[0007] According to the tire blowout vehicle stability control device of an embodiment of the present invention, the tire blowout actuator includes a driving member, a first locking member and a second locking member, the second locking member is mounted on the core shaft of the steering column and is circumferentially fixed to the core shaft, the driving member is connected to the first locking member, and the driving member is used to drive the first locking member to move relative to the second locking member so as to selectively lock with the second locking member.

[0008] According to the tire blowout vehicle stability control device of an embodiment of the present invention, the first locking member is provided with a locking flange, the second locking member is constructed as a locking gear and is sleeved outside the core shaft, the locking gear is provided with a plurality of locking teeth along the circumferential direction, and the locking flange is suitable for locking with one of the plurality of locking teeth.

[0009] According to the stability control device for a tire blown vehicle according to the embodiment of the present invention, the locking flange is provided with at least two limiting teeth, and the limiting teeth are suitable for being inserted between two connected locking teeth in a limiting manner.

[0010] According to the tire blowout vehicle stability control device of an embodiment of the present invention, the tire blowout actuator further includes a mounting frame, the mounting frame is mounted outside the outer shaft tube of the steering column, the driving member is mounted on the mounting frame, and the first locking member is movably mounted on the mounting frame.

[0011] According to the tire blowout vehicle stability control device of an embodiment of the present invention, the mounting frame includes a first mounting plate, a second mounting plate and a connecting end plate, the first mounting plate and the second mounting plate are bent and connected and jointly define a mounting groove, the driving member is installed at the mounting groove, the connecting end plate is bent and connected to the first mounting plate and the second mounting plate and is located at the end of the mounting groove, and the first locking member can be movably penetrated through the connecting end plate.

[0012] An embodiment of the present invention also discloses a stability control method for a vehicle with a tire blowout. The control method is applicable to the above-mentioned stability control device for a vehicle with a tire blowout and includes: obtaining tire pressure information of the tire; receiving the tire pressure information and outputting a control instruction according to the tire pressure information; and locking the steering column according to the control instruction.

[0013] According to the tire blowout vehicle stability control method of the embodiment of the present invention, when the steering column is locked, the control method determines whether to lock the steering column according to tire pressure information of the tire, thereby preventing the driver from operating incorrectly.

[0014] According to the tire blowout vehicle stability control method of the embodiment of the present invention, the controlling the control instruction to lock the steering column includes: locking the steering column at a target frequency according to the control instruction.

[0015] The method for stabilizing the control of a flat-tire vehicle according to an embodiment of the present invention, where outputting a control instruction based on the tire pressure information further includes: determining whether a tire is flat based on the tire pressure information, and if so, outputting a control instruction; obtaining the vehicle speed and the tire pressure reduction speed; obtaining the target frequency based on the vehicle speed and the tire pressure reduction speed; and outputting the control instruction based on the target frequency, where the target frequency is 5HZ - 15HZ.

[0016] The method for stabilizing the control of a flat-tire vehicle according to an embodiment of the present invention, where outputting a control instruction based on the tire pressure information includes: where the tire pressure of any tire is P, the speed of tire pressure reduction is V1, the vehicle speed is V2, and P standard represents the standard tire pressure of the whole vehicle;

[0017] When 75%P standard ≤ P < 90%P standard, and V1 > 10%P standard / S, and the vehicle speed V2 ≥ 60KM / H, lock the steering column at a frequency of 5HZ;

[0018] When P < 75%P standard, V1 < 10%P standard / S, and the vehicle speed V2 ≥ 60KM / H, lock the steering column at a frequency of 10HZ;

[0019] When P < 75%P standard, V1 > 10%P standard / S, and the vehicle speed V2 < 60KM / H, lock the steering column at a frequency of 10HZ;

[0020] When P < 75%P standard, V1 > 10%P standard / S, and the vehicle speed V2 ≥ 60KM / H, lock the steering column at a frequency of 15HZ.

[0021] The additional aspects and advantages of the present invention will be partially given in the following description, partially become apparent from the following description, or be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, where:

[0023] Figure 1 is a schematic diagram of a device for stabilizing the control of a flat-tire vehicle according to an embodiment of the present invention;

[0024] Figure 2 is an embodiment of the present invention Figure 1 an enlarged view of part A;

[0025] Figure 3 is an embodiment of the present invention Figure 2 a schematic diagram of a steering column locking structure;

[0026] Figure 4 is a flowchart of a method for stabilizing the control of a flat-tire vehicle according to an embodiment of the present invention.

[0027] Reference numerals:

[0028] A tire blowout vehicle stability control device 100,

[0029] Tire pressure sensor 1, tire pressure receiving module 2, vehicle controller 3, drive unit 4,

[0030] Steering column 5, outer shaft tube 51, spindle 52, locking gear 53, locking flange 54,

[0031] The mounting frame 6 , the first mounting plate 61 , the second mounting plate 62 , and the connecting end plate 63 . DETAILED DESCRIPTION

[0032] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0033] Reference below Figure 1-Figure 4 The tire blowout vehicle stability control device 100 according to an embodiment of the present invention is described. When a tire blowout occurs in a vehicle, the steering column 5 is locked to prevent the steering wheel from deflecting and causing the vehicle to deviate from the driving direction, so that the vehicle can be stopped quickly and stably to prevent the driver from operating incorrectly.

[0034] like Figure 1-Figure 4 As shown, a tire blowout vehicle stability control device 100 according to an embodiment of the present invention comprises: a tire pressure sensor 1, a tire pressure receiving module 2, a control module and a tire blowout actuator;

[0035] Among them, a tire pressure sensor 1 is arranged on each tire, and each tire pressure sensor 1 is used to detect the tire pressure information of the corresponding tire, and the tire pressure receiving module 2 is electrically connected to the tire pressure sensor 1. The tire pressure receiving module 2 can be arranged at a suitable position of the vehicle according to actual conditions, and the tire pressure receiving module 2 is used to receive tire pressure information.

[0036] The embodiment of the present invention also includes a control module, which is electrically connected to the tire pressure receiving module 2 and is suitable for making control instructions when a tire blowout is determined based on the tire pressure information; wherein the tire pressure information can be the pressure information of each tire, and the pressure change information of the relative tires, etc. The tire pressure receiving module 2 sends the tire pressure information to the control module, and when the tire pressure information reaches the range value of the tire blowout, the control module then makes corresponding action instructions to reduce the risk, such as controlling the operation of the tire blowout actuator, the tire blowout actuator is electrically connected to the control module, and the tire blowout actuator is suitable for selectively locking the steering column 5 according to the control instruction, wherein the selective locking means that it can be locked within a certain time and not locked at another time, thereby achieving selective locking.

[0037] In the embodiment of the present invention, the tire blowout actuator is enabled to lock the steering column 5 at a certain frequency, that is, the steering column 5 is locked and released alternately at a certain frequency, and the steering column 5 is locked to prevent the wheel from deflecting and causing the vehicle to deviate from the driving direction. The locking and releasing at a certain frequency can achieve the driver's small correction of the driving direction, cooperate with the braking system to stably stop the vehicle, and prevent the driver from instinctively manipulating the steering wheel in a large range after a tire blowout, thereby improving driving safety.

[0038] In some embodiments, the tire blowout actuator includes a drive member 4, a first locking member and a second locking member, the second locking member is mounted on the core shaft 52 of the steering column 5 and is circumferentially fixed to the core shaft 52, the drive member 4 is connected to the first locking member, and the drive member 4 is used to drive the first locking member to move relative to the second locking member to selectively lock with the second locking member.

[0039] In practice, the tire blowout actuator refers to the tire blowout actuator that immediately operates under the control of the control module after a tire blowout occurs in the vehicle, so that the steering column 5 is locked, wherein the core shaft 52 of the steering column 5 is in a normal state and rotates during the driving of the vehicle, and the second locking member is installed on the steering column 5 and is fixed to the circumference of the core shaft 52, so that the second locking member can rotate with the rotation of the core shaft 52 of the steering column 5.

[0040] Specifically, the first locking member is located on one side of the second locking member, and the first locking member is connected to the driving member 4. The driving member 4 can generally be a driving motor, and of course it can also be a driving cylinder, etc. The driving member 4 will be linked with the second locking member in the process of driving the first locking member to prevent the second locking member from rotating, so that the core shaft 52 fixedly connected to the second locking member cannot continue to rotate, and then the steering column 5 is locked. The second locking member can prevent the steering column 5 from rotating so that the wheel will not deviate significantly, thereby improving the driving safety of the vehicle.

[0041] In some embodiments, the first locking member is provided with a locking flange 54, the second locking member is constructed as a locking gear 53 and is sleeved outside the core shaft 52, the locking gear 53 is provided with multiple locking teeth along the circumferential direction, and the locking flange 54 is suitable for locking with one of the multiple locking teeth.

[0042] In practice, the second locking member is the locking gear 53, and the first locking member is the locking flange 54. The curvature of the locking flange 54 can be set to be the same as the curvature of the locking gear 53 to enhance the fit between the locking flange 54 and the locking gear 53. The locking flange 54 is located on one side of the locking gear 53, and under the action of the driving member 4, the locking flange 54 and the locking gear 53 can cooperate to lock or release, that is, the locking flange 54 can approach or move away from the locking gear 53 under the drive of the driving member 4.

[0043] When the locking flange 54 approaches the locking gear 53, the locking flange 54 is clamped at the locking gear 53, so that the steering column 5 can no longer rotate. When the locking flange 54 moves away from the locking gear 53, the locking flange 54 separates from the locking gear 53, so that the steering column 5 can continue to rotate. Specifically, when the locking flange 54 moves closer to or farther from the locking gear 53, the locking flange 54 can be locked or farther away in any direction on the circumference of the locking gear 53.

[0044] In some embodiments, the locking flange 54 is provided with at least two limiting teeth, and the limiting teeth are suitable for being inserted between two connected locking teeth.

[0045] In practice, the locking flange 54 can be partially locked or released with the locking gear 53. The locking flange 54 is provided with at least two limiting teeth, so that a limiting groove is formed between each two adjacent limiting teeth. When the locking flange 54 is close to the locking gear 53, the locking teeth of the locking gear 53 are located at the limiting groove, and the limiting teeth of the locking flange 54 perform circumferential limiting on the locking gear 53, so that the locking gear 53 cannot continue to rotate. When releasing, the limiting groove is separated from the locking teeth, and the limiting groove of the locking flange 54 and the locking teeth of the locking gear 53 cooperate with each other and are relatively close or far away, so that the steering column 5 is locked or released, and the locking and releasing are convenient and fast. Moreover, the embodiment of the present invention uses mechanical locking, which is more reliable than the prior art.

[0046] Moreover, in the specific design, the locking teeth of the locking gear 53 extend along the radial direction of the core shaft 52, and the limiting teeth match the locking teeth and also extend along the radial direction of the core shaft 52, so as to increase the locking contact area and thus enhance the locking reliability.

[0047] In some embodiments, the tire blowout actuator further includes a mounting frame 6 , which is mounted outside the outer shaft tube 51 of the steering column 5 , the driving member 4 is mounted on the mounting frame 6 , and the first locking member is movably mounted on the mounting frame 6 .

[0048] In practice, the steering column 5 includes an outer shaft tube 51 and a core shaft 52. When the vehicle is in normal driving state, the core shaft 52 rotates and the outer shaft tube 51 does not rotate. The outer shaft tube 51 protects the core shaft 52. At the same time, the outer shaft tube 51 is also convenient for connection with other structures, so that other structures can be connected to the steering column 5.

[0049] For example, the mounting frame 6 is installed outside the outer shaft tube 51 and is used to install the driving member 4. With support for the driving member 4, the driving member 4 can be fixedly connected to the mounting frame 6, so that the driving member 4 can drive the locking flange 54 to move closer to the core shaft 52 inside the outer shaft tube 51 or away from the core shaft 52.

[0050] In some embodiments, the mounting frame 6 includes a first mounting plate 61, a second mounting plate 62 and a connecting end plate 63. The first mounting plate 61 and the second mounting plate 62 are bent and connected and jointly define a mounting groove. The driving member 4 is installed at the mounting groove. The connecting end plate 63 is bent and connected to the first mounting plate 61 and the second mounting plate 62 and is located at the end of the mounting groove. The first locking member can be movably inserted into the connecting end plate 63.

[0051] In practice, the mounting frame 6 is sleeved on the outside of the outer shaft tube 51, and the mounting frame 6 extends toward the side away from the outer shaft tube 51, and can maintain a vertical state with the outer shaft tube 51, and the first mounting plate 61 and the second mounting plate 62 of the mounting frame 6 also extend toward the side away from the outer shaft tube 51, and the first mounting plate 61 and the second mounting plate 62 form a mounting groove, connecting the driving member 4 in the mounting groove, and the driving part of the driving member 4 is arranged close to the outer shaft tube 51, and the driving part of the driving member 4 is perpendicular to the outer shaft tube 51.

[0052] At the same time, a connecting end plate 63 is provided at one end of the mounting frame 6 close to the outer shaft tube 51, and a central through hole is set in the connecting end plate 63. The driving part is connected to a first locking member, and the first locking member extends through the central through hole to the locking gear 53 of the core shaft 52. In actual design, there is a gap between the outer shaft tube 51 and the locking gear 53, so that the first locking member has a certain moving space after it is away from the locking flange 54. The first locking member includes a flange portion and a connecting portion. The flange portion is located between the outer shaft tube 51 and the core shaft 52, and the connecting portion is connected to the driving member 4 through the connecting end plate 63. Then, whether the locking flange 54 and the locking gear 53 are locked or released, the flange portion can always be located between the outer shaft tube 51 and the core shaft 52. This can reduce the displacement of the locking flange 54, facilitate quick locking or release, improve timeliness, and also have a certain protective effect on the locking flange 54.

[0053] In some embodiments, the control module is integrated into the vehicle controller 3. The control module involved in the embodiment of the present invention is for the transmission and analysis of tire pressure information of the vehicle tire blowout and the control of the tire blowout actuator when the vehicle has a tire blowout, and the main functions of the vehicle controller include: driving torque control, optimization control of braking energy, energy management of the vehicle, maintenance and management of the CAN network, diagnosis and processing of faults, vehicle status monitoring, etc. It plays a role in controlling the operation of the vehicle. The control module of the embodiment of the present invention is integrated into the vehicle controller 3, so that the vehicle controller 3 has a high degree of integration and can take into account the operation and operation of the tire blowout stability control.

[0054] The embodiment of the present invention further discloses a stability control method for a vehicle with a tire blowout. The control method is applicable to the above-mentioned stability control device 100 for a vehicle with a tire blowout, and includes:

[0055] S1: Obtain tire pressure information;

[0056] That is to say, during the operation of the vehicle, each wheel has a certain tire pressure, and each tire has a tire pressure sensor 1. The tire pressure sensor 1 always obtains the tire pressure information of the tire and transmits it to the tire pressure receiving module 2, and then transmits it to the control module through the tire pressure receiving module 2.

[0057] S2: receiving tire pressure information and outputting control instructions according to the tire pressure information;

[0058] In practice, the tire pressure receiving module 2 receives the tire pressure information transmitted from the tire pressure sensor 1 of each tire, and the control module performs corresponding analysis and processing on the tire pressure information to analyze whether the tire pressure information belongs to the tire pressure information within the range of tire blowout. If so, the control module outputs the next control instruction to change the running state of the vehicle. If not, the control module does not output the control instruction, and thus does not change the running state of the vehicle.

[0059] Specifically, when analyzing tire pressure information, the operating pressure and status of multiple tires can be compared to find the tire with a large pressure change and determine it as a flat tire. In addition, when a vehicle has a flat tire, the tire pressure of the vehicle changes dramatically, causing the vehicle body to tilt. The control module transmits the control command to the flat tire actuator by analyzing the tire pressure information and the vehicle deviation status, so that the flat tire actuator controls the vehicle.

[0060] S3: Lock the steering column 5 according to the control command. That is, different tire pressure information will result in different control command output results, and the time and frequency of locking the steering column 5 will be different. After the control command analyzes the tire pressure information, the steering column 5 is locked according to the analyzed tire pressure information, ensuring that the locking time and frequency of the steering column 5 of the vehicle are combined with the tire pressure information, so that the steering column 5 will not be locked suddenly or locked for too long, and the driver cannot make fine adjustments to the vehicle.

[0061] In some embodiments, controlling the control instruction to lock the steering column 5 includes: locking the steering column 5 at a target frequency according to the control instruction.

[0062] When the vehicle has a tire blowout and the tire pressure information of the tire blowout is within a certain range, the steering column 5 is locked at a target frequency, that is, the steering column 5 is continuously loosened, locked, loosened and locked at intervals, which not only prevents the vehicle from deviating greatly after the tire blowout, but also allows the driver to have a certain amount of time to adjust the direction. At the same time, it prevents the driver from making large adjustments to the direction due to tension or external environmental influences. When the vehicle is continuously locked and loosened, the target frequency is locked in combination with the tire pressure information being within the target tire pressure range to prevent the vehicle from being suddenly locked, so that the vehicle has a certain buffer when driving.

[0063] In some embodiments, outputting a control instruction according to tire pressure information further includes:

[0064] S21: Determine whether there is a tire blowout based on the tire pressure information, and if so, output a control instruction; that is, the final output control instruction is that when the vehicle has a tire blowout, the control module controls the steering column 5 to lock, and when the tire pressure information is within the normal tire pressure range, the control module does not need to output a control instruction to lock the steering column 5, and the vehicle operates normally.

[0065] S22: obtaining vehicle speed and tire pressure drop;

[0066] When a vehicle is driving, the higher the speed, the more obvious the vehicle will deviate when a tire blows out. At the same time, the higher the speed, the shorter the time it takes for the vehicle to collide with surrounding obstacles or other vehicles after a tire blows out within a certain distance, and the shorter the distance provided for buffering.

[0067] First, the control module receives the tire pressure information transmitted by the tire pressure receiving module 2, and determines the flat tire by comparing and analyzing the tire with the larger pressure change value, and at the same time determines the pressure value change speed of the flat tire. The control module then continues to obtain the vehicle speed, combined with the pressure change speed of the flat tire, analyzes and calculates the control instructions that can ultimately make the vehicle run stably.

[0068] S23: Decelerating according to the vehicle speed and tire pressure to obtain a target frequency;

[0069] The embodiment of the present invention combines the vehicle speed and the speed of tire pressure change to determine the locking frequency. When the vehicle speed is high and the tire pressure change is large, the control module controls the locking frequency to be higher. Conversely, the locking frequency can be reduced. The embodiment of the present invention can avoid large deviation of the vehicle when the vehicle speed is high and the tire pressure change is large. At the same time, the shorter the time to release the steering column 5, the shorter the time the driver can make fine adjustments, and the driving stability can be ensured.

[0070] S24: Output control instructions according to the target frequency, wherein the target frequency is 5-15HZ. In practice, when the vehicle speed and tire pressure drop are within a certain range, a suitable target frequency can be set to control the drive member 4 to drive the locking flange 54 to approach or move away from the locking gear 53, so that the locking flange 54 locks the steering column 5 when it approaches the locking gear 53, and releases the steering column 5 when it moves away from the locking flange 54, ensuring that the steering column 5 is locked at a locking frequency that has a suitable buffer time and a suitable driver fine-tuning time, and at the same time can ensure that the direction of the vehicle does not deviate significantly, thereby improving the safety of vehicle operation. In other words, when the vehicle determines that a tire blowout occurs, combined with the driving state of the vehicle, the frequency of the vehicle controlling the locking of the steering column is 5-15HZ, ensuring that the vehicle is driving in a safe state.

[0071] The embodiment of the present invention only requires the vehicle to be equipped with a tire pressure monitoring system combined with mechanical locking to achieve vehicle stability control, and does not necessarily require the vehicle to be equipped with an ESP system.

[0072] In some embodiments, outputting a control instruction based on tire pressure information includes: wherein, the tire pressure of any tire is P, the speed at which the tire pressure decreases is V1, the vehicle speed is V2, and the P mark represents the standard tire pressure of the entire vehicle.

[0073] Case 1: When 75% P mark ≤ P < 90% P mark, and V1 > 10% P mark / S, and the vehicle speed V2 ≥ 60KM / H, the steering column 5 is locked at a frequency of 5HZ; that is, when the tire pressure meets this range, the tire is in a depressurized state, but the steering column needs to be locked in combination with the tire pressure reduction speed and the vehicle speed to prevent the driver from being unable to adjust according to the road conditions after the vehicle is locked all the time, and also to prevent the vehicle from being unlocked for a long time and causing the driver to misoperate and cause the vehicle to deviate too much. At the same time, in this case, the red fault light of the whole vehicle shows that the tire pressure is abnormal, please pull over and inspect.

[0074] Case 2: When P < 75% of P standard, V1 < 10% of P standard / S, and vehicle speed V2 ≥ 60 KM / H, the steering column 5 is locked at a frequency of 10 HZ; at this time, the tire pressure is more serious than the above tire pressure leakage situation. At this time, the tire pressure of any tire is P < 75% of P standard, but the speed of tire pressure leakage is slower than the above speed; at this time, the steering column is locked at least at a frequency of 10 HZ, making the locking of the steering column more frequent. By locking it frequently, it is prevented that the vehicle seriously deviates due to continuous leakage of tire pressure. Through this frequency setting, the vehicle will not deviate too much within a certain period of time, preventing the tire pressure difference from further increasing and the vehicle from deviating more seriously when the driver changes the direction during operation. Therefore, the set locking frequency is relatively high, reducing the frequency of the driver changing the direction, but at the same time allowing the driver to have a certain amount of time to finely adjust the direction. At the same time, in this case, the whole vehicle red fault light indicates abnormal tire pressure, and please pull over and check.

[0075] Case 3: When P < 75% of P standard, V1 > 10% of P standard / S, and vehicle speed V2 < 60 KM / H, the steering column 5 is locked at a frequency of 10 HZ; at this time, the tire pressure is the same as the second tire pressure leakage situation above, but the speed of tire pressure leakage is faster than the above speed, and the vehicle speed is also slower than the above speed. At this time, the handling situation can be the same as in Case 2 above, and the steering column 5 is locked at a frequency of 10 HZ. At the same time, in this case, the whole vehicle red fault light indicates abnormal tire pressure, and please pull over and check.

[0076] Case 4: When P < 75% of P standard, V1 > 10% of P standard / S, and vehicle speed V2 ≥ 60 KM / H, the steering column 5 is locked at a frequency of 15 HZ. That is to say, compared with Case 3, the speed in Case 4 is faster. At this time, the locking frequency of the steering column is higher, which can prevent the vehicle from colliding with obstacles due to a long locking time when the vehicle is at high speed and the tire pressure decreases rapidly. While giving the driver enough reaction time to finely adjust the steering column, locking at a faster frequency can also prevent the vehicle from deviating more seriously when the vehicle is at high speed and the tire pressure leakage is serious; at the same time, in this case, the whole vehicle red fault light indicates abnormal tire pressure, and please pull over and check.

[0077] In addition, it should be noted that the steering column 5 may not be locked under the following conditions.

[0078] When 90% of P standard ≤ P < 110% of P standard, the tire pressure information is normal and no control command is output;

[0079] When 75% of the standard tire pressure (P standard) ≤ P < 90% of the P standard, and V1 ≤ 10% of the P standard / S, the vehicle malfunction lamp alarms indicating insufficient tire pressure. Please drive carefully and repair it in time. At this time, no control steering column locking command is output; at this time, there is a small tire pressure relief situation for the vehicle tires, but it is sufficient for the driver to take corresponding safety remedial measures and repairs. Therefore, locking can be avoided.

[0080] When 75% of the P standard ≤ P < 90% of the P standard, and V1 > 10% of the P standard / S, and the vehicle speed V2 < 60 KM / H, the vehicle malfunction lamp alarms indicating insufficient tire pressure. Please drive carefully and repair it in time. At this time, no control steering column locking command is output; the vehicle speed is low, and during the process of the driver stepping on the brake, the tire pressure leakage situation is not serious either. The normal service time of the vehicle tires is sufficient to meet the time from starting to brake at this speed until the vehicle stops.

[0081] When P < 75% of the P standard, V1 < 10% of the P standard / S, and the vehicle speed V2 < 60 KM / H, the vehicle red malfunction lamp indicates abnormal tire pressure. Please pull over and repair. That is to say, although the tire pressure is small at this time, the tire pressure relief speed is small, and the vehicle speed is also small. Before the tire pressure leakage becomes serious, some reaction time can be given to the driver to adjust according to the actual road conditions. Therefore, locking can be avoided here.

[0082] In summary, for the tire burst vehicle stability control method of the embodiments of the present invention, when the vehicle tires leak, the locking frequency of the vehicle steering column is classified according to the above vehicle speed, tire pressure range, and tire pressure reduction speed, or locking may not be required in certain cases. The embodiments of the present invention can perform a more detailed classification operation according to the specific vehicle danger situation, with appropriate handling methods when the tire pressure is relieved, such as locking or not locking, or limiting the locking frequency, to ensure the driving safety of the vehicle.

[0083] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention.

[0084] In the description of the present invention, "the first feature", "the second feature" may include one or more of such features.

[0085] In the description of the present invention, "plurality" means two or more.

[0086] In the description of the present invention, a first feature being “on” or “under” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact with each other but are in contact with each other via another feature therebetween.

[0087] In the description of the present invention, “on”, “over” and “above” a first feature from a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0088] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0089] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A tire blowout vehicle stability control device, characterized in that: include: A tire pressure sensor (1) and a tire pressure receiving module (2), wherein the tire pressure sensor (1) is used to detect tire pressure information of a vehicle tire, and the tire pressure receiving module (2) is electrically connected to the tire pressure sensor (1) and is used to receive the tire pressure information; A control module, the control module being electrically connected to the tire pressure receiving module (2) and being adapted to issue a control instruction when a tire blowout is determined based on the tire pressure information; A tire blowout actuator is electrically connected to the control module and is suitable for selectively locking the steering column (5) according to the control instruction.

2. The tire burst vehicle stability control device according to claim 1, characterized in that: The tire blowout actuator comprises a driving member (4), a first locking member and a second locking member, wherein the second locking member is mounted on a core shaft (52) of the steering column (5) and is circumferentially fixed to the core shaft (52), the driving member (4) is connected to the first locking member, and the driving member (4) is used to drive the first locking member to move relative to the second locking member so as to selectively lock with the second locking member.

3. The tire burst vehicle stability control device according to claim 2, characterized in that: The first locking member is provided with a locking flange (54), the second locking member is configured as a locking gear and is sleeved outside the spindle (52), the locking gear (53) is provided with a plurality of locking teeth along the circumferential direction, and the locking flange (54) is suitable for locking with one of the plurality of locking teeth.

4. The tire burst vehicle stability control device according to claim 3, characterized in that: The locking flange (54) is provided with at least two limiting teeth, and the limiting teeth are suitable for being inserted between two connected locking teeth.

5. The tire burst vehicle stability control device according to claim 2, characterized in that: The tire blowout actuator further comprises a mounting frame (6), wherein the mounting frame (6) is mounted outside the outer shaft tube (51) of the steering column (5), the driving member (4) is mounted on the mounting frame (6), and the first locking member is movably mounted on the mounting frame.

6. The tire burst vehicle stability control device according to claim 5, characterized in that: The mounting frame (6) comprises a first mounting plate (61), a second mounting plate (62) and a connecting end plate (63); the first mounting plate (61) and the second mounting plate (62) are connected by bending and jointly define a mounting groove; the driving member (4) is mounted at the mounting groove; the connecting end plate (63) is connected by bending to the first mounting plate (61) and the second mounting plate (62) and is located at the end of the mounting groove; the first locking member can be movably inserted into the connecting end plate (63).

7. A method for controlling vehicle stability after a tire blowout, characterized in that: The control method is applicable to the tire burst vehicle stability control device according to any one of claims 1 to 6, and comprises: Get tire pressure information of the tire; receiving the tire pressure information, and outputting a control instruction according to the tire pressure information; The steering column (5) is locked according to the control instruction.

8. The tire blowout vehicle stability control method according to claim 7, characterized in that: The controlling the control instruction to lock the steering column (5) comprises: According to the control instruction, the steering column (5) is locked at a target frequency.

9. The tire burst vehicle stability control method according to claim 8, characterized in that: Outputting the control instruction according to the tire pressure information also includes: Determine whether there is a tire blowout according to the tire pressure information, and if so, output a control instruction; Get vehicle speed and tire pressure drop; acquiring the target frequency according to the vehicle speed and the tire pressure drop; The control instruction is output according to the target frequency; wherein the target frequency is 5HZ-15HZ.

10. The tire burst vehicle stability control method according to claim 9, characterized in that: Outputting a control instruction according to the tire pressure information Including: where the tire pressure of any tire is P, the speed of tire pressure reduction is V1, the vehicle speed is V2, and P standard represents the standard tire pressure of the whole vehicle; When 75%P standard ≤ P < 90%P standard, and V1 > 10%P standard / S, and the vehicle speed V2 ≥ 60KM / H, lock the steering column (5) at a frequency of 5HZ; When P < 75%P standard, V1 < 10%P standard / S, and the vehicle speed V2 ≥ 60KM / H, lock the steering column (5) at a frequency of 10HZ; When P < 75%P standard, V1 > 10%P standard / S, and the vehicle speed V2 < 60KM / H, lock the steering column (5) at a frequency of 10HZ; When P < 75%P standard, V1 > 10%P standard / S, and the vehicle speed V2 ≥ 60KM / H, lock the steering column (5) at a frequency of 15HZ.

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