Run-flat vehicle stability control device and control method

Abstract

The application discloses a flat tire vehicle stability control device and a control method. The flat tire vehicle stability control device comprises a tire pressure sensor, a tire pressure receiving module, a control module and a flat tire execution mechanism. The tire pressure sensor is used for detecting tire pressure information of a tire. The tire pressure receiving module is electrically connected with the tire pressure sensor and is used for receiving the tire pressure information. The control module is electrically connected with the tire pressure receiving module and is adapted to determine a control instruction according to the tire pressure information when a flat tire occurs. The flat tire execution mechanism is electrically connected with the control module and is adapted to selectively lock a steering column according to the control instruction. The flat tire vehicle stability control device can make the vehicle quickly and stably stop and prevent the driver from misoperation when the vehicle has a flat tire.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a tire burst vehicle stability control device and a control method. BACKGROUND

[0002] With the rapid development of the automobile industry, the number of vehicles is growing, and the number of traffic accidents caused by tire burst is increasing, especially on the highway. Since the tire burst occurs in an instant, the tire pressure decreases rapidly, causing the wheel to rapidly yaw to the side of the burst tire. At this time, the driver is prone to panic and makes mistakes such as hitting the steering wheel hard, which makes the vehicle more likely to lose control.

[0003] The current technical solution is to control the braking torque distribution of the four wheels based on the ESP system. When the tire bursts, the braking force of the four wheels is redistributed to keep the vehicle stable. However, this can only control the braking force distribution of the wheels and cannot control the driver's misoperation. SUMMARY

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

[0005] The tire burst vehicle stability control device according to an embodiment of the present application comprises a tire pressure sensor and a tire pressure receiving module. The tire pressure sensor is used to detect tire pressure information of the tire. 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 is electrically connected to the tire pressure receiving module and is adapted to determine a control instruction according to the tire pressure information when a tire burst occurs. A tire burst execution mechanism is electrically connected to the control module and is adapted to selectively lock the steering column according to the control instruction.

[0006] According to the tire burst vehicle stability control device of the present application, the control module sends a control instruction to the tire burst execution mechanism after receiving the tire pressure information from the tire pressure receiving module, so that the tire burst execution mechanism can lock the steering column at a certain frequency. That is, the steering column is constantly locked and released alternately at a certain frequency. Locking the steering column prevents the wheel from deflecting and causing the vehicle to deviate from the driving direction. Setting a certain frequency for locking and releasing can allow the driver to correct the driving direction slightly, and the brake system can make the vehicle stop stably and prevent the driver from making a large steering wheel operation in the instinctive reaction after the tire burst, thereby improving driving safety.

[0007] The tire burst vehicle stability control device according to the embodiment of the present application, the tire burst execution mechanism comprises 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 fixed with the core shaft in the circumferential direction, the driving member is connected with the first locking member, and the driving member is used to drive the first locking member to move relative to the second locking member to selectively lock with the second locking member.

[0008] The tire burst vehicle stability control device according to the embodiment of the present application, the first locking member is provided with a locking flange, the second locking member is configured as a locking gear and is sleeved outside the core shaft, the locking gear is provided with a plurality of locking teeth in the circumferential direction, and the locking flange is suitable for locking with one of the plurality of locking teeth.

[0009] The tire burst vehicle stability control device according to the embodiment of the present application, the locking flange is provided with at least two limiting teeth, and the limiting teeth are suitable for being inserted between the two connected locking teeth.

[0010] The tire burst vehicle stability control device according to the embodiment of the present application, the tire burst execution mechanism further comprises a mounting bracket, the mounting bracket is mounted outside the outer shaft tube of the steering column, the driving member is mounted on the mounting bracket, and the first locking member is movably mounted on the mounting bracket.

[0011] The tire burst vehicle stability control device according to the embodiment of the present application, the mounting bracket comprises a first mounting plate, a second mounting plate and a connecting end plate, the first mounting plate and the second mounting plate are connected by bending and jointly define a mounting groove, the driving member is mounted at the mounting groove, the connecting end plate is connected by bending with the first mounting plate and the second mounting plate and located at the end of the mounting groove, and the first locking member is movably arranged in the connecting end plate.

[0012] The embodiment of the present application further discloses a tire burst vehicle stability control method, the control method is suitable for the above-mentioned tire burst vehicle stability control device, and comprises the following steps: acquiring tire pressure information of a tire; receiving the tire pressure information, outputting a control instruction according to the tire pressure information; and locking the steering column according to the control instruction.

[0013] The tire burst vehicle stability control method according to the embodiment of the present application, when the steering column is locked, whether to lock the steering column is determined according to the tire pressure information of the tire, so that the driver's misoperation can be prevented.

[0014] The tire burst vehicle stability control method according to the embodiment of the present application, the control of the control instruction to lock the steering column comprises: locking the steering column at a target frequency according to the control instruction.

[0015] The tire burst vehicle stability control method according to the embodiment of the present application, the control instruction output according to the tire pressure information further comprises: determining whether a tire burst according to the tire pressure information, and outputting the control instruction if a tire burst is determined; acquiring a vehicle speed and a tire pressure drop speed; acquiring the target frequency according to the vehicle speed and the tire pressure drop speed; and outputting the control instruction according to the target frequency, wherein the target frequency is 5HZ-15HZ.

[0016] The tire burst vehicle stability control method according to the embodiment of the present application, the control instruction output according to the tire pressure information further comprises: determining whether a tire burst according to the tire pressure information, and outputting the control instruction if a tire burst is determined; acquiring a vehicle speed and a tire pressure drop speed; acquiring the target frequency according to the vehicle speed and the tire pressure drop speed; and outputting the control instruction according to the target frequency, wherein the target frequency is 5HZ-15HZ.

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

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

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

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

[0021] Additional aspects and advantages of the present application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and / or can be learned by practice of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0022] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the description of the embodiments, taken in conjunction with the accompanying drawings, in which:

[0023] Figure 1 is a schematic diagram of a tire burst vehicle stability control device according to an embodiment of the present application;

[0024] Figure 2 is a schematic diagram of a tire burst vehicle stability control device according to an embodiment of the present application; Figure 1 is an enlarged view of A of FIG. 1;

[0025] Figure 3 is a schematic diagram of a steering column locking structure of a tire burst vehicle stability control device according to an embodiment of the present application; Figure 2

[0026] Figure 4 is a flowchart of a tire burst vehicle stability control method according to an embodiment of the present application. ​

[0027] Figure label:

[0028] Tire blowout vehicle stability control device 100

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

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

[0031] Mounting bracket 6, first mounting plate 61, second mounting plate 62, connecting end plate 63. Detailed Implementation

[0032] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0033] The following is for reference. Figures 1-4 The tire blowout vehicle stability control device 100 according to an embodiment of the present invention locks the steering column 5 when a tire blowout occurs to prevent the steering wheels from turning and causing the vehicle to deviate from its driving direction. This allows the vehicle to stop quickly and stably, preventing driver misoperation.

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

[0035] The tire pressure sensor 1 is installed on each tire and is used to detect the tire pressure information of the corresponding tire. The tire pressure receiving module 2 is electrically connected to the tire pressure sensor 1. The tire pressure receiving module 2 can be set in a suitable position on the vehicle according to the actual situation. The tire pressure receiving module 2 is used to receive tire pressure information.

[0036] This embodiment of the invention also includes a control module, which is electrically connected to the tire pressure receiving module 2 and is adapted to issue a control command when a tire blowout is detected based on the tire pressure information. The tire pressure information can be the pressure information of each tire and the pressure change information relative to the tires. The tire pressure receiving module 2 sends the tire pressure information to the control module. When the tire pressure information reaches the range of a tire blowout, the control module issues a corresponding action instruction to reduce the danger, such as controlling the operation of the tire blowout actuator. The tire blowout actuator is electrically connected to the control module and is adapted to selectively lock the steering column 5 according to the control command. Selective locking means that it can be locked for a certain period of time and not locked at other times, thereby achieving selective locking.

[0037] The embodiment of the present application can lock the steering column 5 at a certain frequency by the tire burst execution mechanism, that is, the steering column 5 is locked and released alternately at a certain frequency, the steering column 5 is locked to prevent the wheel deflection from causing the vehicle to deviate from the driving direction, and the locking and releasing at a certain frequency can achieve the small correction of the driving direction by the driver, cooperate with the brake system, and make the vehicle stop stably, and also prevent the driver from making large steering wheel operation in the instinctive reaction after the tire burst, thereby improving the driving safety.

[0038] In some embodiments, the tire burst execution mechanism comprises a driving 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 fixed in the circumferential direction of the core shaft 52, the driving member 4 is connected with 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 to selectively lock with the second locking member.

[0039] In practice, the tire burst execution mechanism refers to that after the tire burst of the vehicle, the tire burst execution mechanism immediately acts under the control of the control module to lock the steering column 5, wherein the core shaft 52 of the steering column 5 is in a normal state and rotates in the process of driving the vehicle, the second locking member is mounted on the steering column 5 and fixed in the circumferential direction of the core shaft 52, and then 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 with the driving member 4, which can be a driving motor, of course, can also be a driving oil cylinder, etc., the driving member 4 will be linked with the second locking member in the process of driving the first locking member to move, to prevent the rotation of the second locking member, so that the core shaft 52 fixedly connected with the second locking member cannot continue to rotate, thereby locking the steering column 5, the second locking member can prevent the rotation of the steering column 5 so that the wheel will not deviate greatly, 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 configured as a locking gear 53 and is sleeved outside the core shaft 52, the locking gear 53 is provided with a plurality of locking teeth in the circumferential direction, and the locking flange 54 is suitable for locking one of the plurality of locking teeth.

[0042] In practice, the second locking member is a locking gear 53, and the first locking member is a locking flange 54, the arc of the locking flange 54 can be set to be the same as the arc of the locking gear 53, so as to enhance the matching degree of the locking flange 54 and the locking gear 53, the locking flange 54 is located at 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 be locked or released, that is, the locking flange 54 can be close to or away from the locking gear 53 under the driving of the driving member 4.

[0043] When the locking flange 54 is close to the locking gear 53, the locking flange 54 is clamped at the locking gear 53, so that the steering column 5 cannot continue to rotate, when the locking flange 54 is away from the locking gear 53, the locking flange 54 is separated from the locking gear 53, and then the steering column 5 can continue to rotate. Specifically, when the locking flange 54 is close to or away from the locking gear 53, it can be locked or released in any direction around 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 limiting insertion between two locking teeth connected in series.

[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, and then a limiting groove is formed between each adjacent two 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, the limiting teeth of the locking flange 54 are circumferentially limited to the locking gear 53, so that the locking gear 53 cannot continue to rotate, when released, the limiting groove is separated from the locking teeth, the limiting groove of the locking flange 54 and the locking teeth of the locking gear 53 are matched and relatively close or away from each other, 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 application 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 and the locking teeth also extend along the radial direction of the core shaft 52, so as to enhance the contact area of the locking, thereby enhancing the reliability of the locking.

[0047] In some embodiments, the tire burst execution mechanism further comprises a mounting frame 6, 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.

[0048] In actuality, the steering column 5 comprises an outer tube 51 and a core shaft 52, in the normal driving state of the vehicle, the core shaft 52 rotates, the outer tube 51 does not rotate, the outer tube 51 has a protection effect on the core shaft 52, and meanwhile, the outer tube 51 is convenient for being connected with other structures, so that the other structures can be connected at the steering column 5.

[0049] For example, the mounting bracket 6 is mounted outside the outer tube 51 and is used for mounting the driving member 4, after the driving member 4 is supported, the driving member 4 can be fixedly connected at the mounting bracket 6, and it is convenient for the driving member 4 to drive the locking flange 54 to move close to or away from the core shaft 52 inside the outer tube 51.

[0050] In some embodiments, the mounting bracket 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 bent and connected together and jointly define a mounting groove, the driving member 4 is mounted at the mounting groove, the connecting end plate 63 is bent and connected with the first mounting plate 61 and the second mounting plate 62 and is located at an end of the mounting groove, and the first locking member is movably arranged through the connecting end plate 63.

[0051] In actuality, the mounting bracket 6 is sleeved outside the outer tube 51, the mounting bracket 6 extends towards a side away from the outer tube 51 and can be kept perpendicular to the outer tube 51, the first mounting plate 61 and the second mounting plate 62 of the mounting bracket 6 also extend towards the side away from the outer tube 51, the first mounting plate 61 and the second mounting plate 62 form the mounting groove, the driving member 4 is connected in the mounting groove, and the driving part of the driving member 4 is arranged close to the outer tube 51 and is perpendicular to the outer tube 51.

[0052] Meanwhile, the mounting bracket 6 is provided with the connecting end plate 63 at an end close to the outer tube 51, the connecting end plate 63 is provided with a through hole, the driving part is connected with the first locking member, the first locking member extends through the through hole to the locking gear 53 of the core shaft 52, in actual design, there is a gap between the outer tube 51 and the locking gear 53, so that the first locking member has a certain moving space after moving away from the locking flange 54, the first locking member comprises a flange part and a connecting part, the flange part is located between the outer tube 51 and the core shaft 52, and the connecting part is connected with the driving member 4 through the connecting end plate 63, then, no matter whether the locking flange 54 is locked or released with the locking gear 53, the flange part can always be located between the outer tube 51 and the core shaft 52, so that the displacement of the locking flange 54 during movement can be reduced, it is convenient for quick locking or releasing, the timeliness is improved, and meanwhile, the locking flange 54 is protected to a certain extent.

[0053] In some embodiments, the control module is integrated in the vehicle controller 3. The control module involved in the embodiments of the present application is aimed at the tire pressure information transmission, analysis and control of the tire explosion execution mechanism when the vehicle is in tire explosion. The main functions of the vehicle controller include driving torque control, brake energy optimization control, vehicle energy management, CAN network maintenance and management, fault diagnosis and processing, vehicle state monitoring, etc. It plays a role in controlling the operation of the vehicle. Integrating the control module of the embodiments of the present application in the vehicle controller 3 makes the vehicle controller 3 have high integration and can balance the operation and running of the tire explosion stability control.

[0054] The embodiments of the present application also disclose a tire explosion vehicle stability control method. The control method is applicable to the tire explosion vehicle stability control device 100 and comprises the following steps.

[0055] S1: obtaining tire pressure information of the vehicle tire;

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

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

[0058] In practice, the tire pressure receiving module 2 receives the tire pressure information transmitted by the tire pressure sensor 1 of each vehicle tire, and the control module analyzes and processes the tire pressure information, so as to analyze whether the tire pressure information belongs to the tire pressure information in the tire explosion range. If yes, the control instruction for the next step is outputted to change the running state of the vehicle. If not, the control module does not output the control instruction, so as not to change the running state of the vehicle.

[0059] Specifically, when analyzing the tire pressure information, the running pressure and state of a plurality of tires can be compared to find out the vehicle tire with a large pressure change and determine the tire explosion. Moreover, when the vehicle is in tire explosion, the tire pressure of the vehicle changes sharply, causing the body to deviate. The control module transmits the control instruction to the tire explosion execution mechanism according to the analyzed tire pressure information and the state of the vehicle deviation, so that the tire explosion execution mechanism controls the vehicle.

[0060] S3: Lock the steering column 5 according to the control command. That is to say, different tire pressure information will result in different outputs of the control command, and the timing and frequency of locking the steering column 5 will be different. After analyzing the tire pressure information, the control command locks the steering column 5 according to the analyzed tire pressure information, ensuring that the locking time and frequency of the vehicle's steering column 5 are combined with the tire pressure information, so as not to lock the steering column 5 suddenly or for too long, preventing the driver from making fine adjustments to the vehicle.

[0061] In some embodiments, locking the steering column 5 by control commands includes locking the steering column 5 at a target frequency according to the control commands.

[0062] When a tire blowout occurs and the tire pressure information is within a certain range, the steering column 5 is locked at a target frequency. That is, the steering column 5 is continuously released, locked, released, and locked at intervals. This prevents the vehicle from deviating significantly after the tire blowout and gives the driver some 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. Furthermore, while the vehicle is continuously locked and released, the target frequency of locking is performed in conjunction with the tire pressure information within the target tire pressure range to prevent sudden locking of the vehicle. This provides a certain buffer when the vehicle is in motion.

[0063] In some embodiments, outputting control commands based on tire pressure information further includes:

[0064] S21: Determine whether a tire blowout has occurred based on the tire pressure information. If so, output a control command. In other words, the final output control command is that when a tire blowout occurs, the control module controls the steering column 5 to lock. However, when the tire pressure information is within the normal tire pressure range, the control module does not need to output a control command to lock the steering column 5, and the vehicle operates normally.

[0065] S22: Obtain vehicle speed and tire pressure to reduce speed;

[0066] The higher the vehicle's speed, the more pronounced the vehicle's deviation will be 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 within a certain distance after a tire blowout, and the shorter the buffer distance.

[0067] First, the control module receives the tire pressure information transmitted by the tire pressure receiving module 2. By comparing and analyzing the tires with larger pressure change values, it identifies the tire that has blown out. At the same time, it determines the rate of pressure change of the blown-out tire. The control module then continues to acquire the vehicle speed and, combined with the rate of pressure change of the blown-out tire, analyzes and calculates the final control command that will enable the vehicle to run stably.

[0068] S23: Decelerate based on vehicle speed and tire pressure to obtain the target frequency;

[0069] This invention combines vehicle speed and tire pressure change rates to determine the locking frequency. Specifically, higher vehicle speeds and larger tire pressure changes result in a higher locking frequency from the control module, and vice versa. This invention prevents significant vehicle drift at high speeds and with large tire pressure changes, while also reducing the time required to release the steering column 5, allowing for less time for fine-tuning by the driver and ensuring vehicle stability.

[0070] S24: Output control commands based on the target frequency, where the target frequency is 5-15Hz. In practice, when the vehicle speed and tire pressure reduction are within a certain range, a suitable target frequency can be set to control the drive component 4 to move the locking flange 54 closer to or further away from the locking gear 53. This ensures that when the locking flange 54 approaches the locking gear 53, it locks the steering column 5, and when it moves away from the locking flange 54, it releases the steering column 5. This ensures that when the steering column 5 is locked, it is based on the analysis of vehicle speed and tire pressure changes, providing a suitable buffer time and a suitable time for driver fine-tuning, while also ensuring that the vehicle's direction does not deviate significantly, thus improving vehicle operating safety. In other words, when a tire blowout is confirmed, the frequency at which the vehicle controls the steering column to lock is set to 5-15Hz, based on the vehicle's driving status, ensuring that the vehicle operates in a safe state.

[0071] In this embodiment of the invention, stable vehicle control can be achieved simply by equipping the vehicle with a tire pressure monitoring system combined with mechanical locking; it is not necessary to equip the vehicle with an ESP system.

[0072] In some embodiments, outputting control commands based on tire pressure information includes: wherein the tire pressure of any tire is P, the rate of tire pressure reduction is V1, the vehicle speed is V2, and P represents the standard tire pressure of the entire vehicle.

[0073] Scenario 1: When 75%Pstandard ≤ P < 90%Pstandard, and V1 > 10%Pstandard / s, and vehicle speed V2 ≥ 60 km / h, lock the steering column 5 at a frequency of 5 Hz. This means that when the tire pressure is within this range, the tires are in a deflated state. However, the steering column must be locked in conjunction with the tire pressure reduction rate and vehicle speed to prevent the driver from being unable to adjust according to road conditions if the vehicle is constantly locked, and also to prevent the driver from making excessive deviations due to improper operation if the vehicle is not locked for an extended period. Simultaneously, in this situation, the red malfunction indicator light will show abnormal tire pressure. Please pull over and have the vehicle inspected.

[0074] Scenario 2: When P < 75% of the standard value, V1 < 10% of the standard value / s, and vehicle speed V2 ≥ 60 km / h, lock the steering column 5 at a frequency of 10 Hz. In this case, the tire pressure leakage is more severe than in the previous scenario. At this point, the tire pressure of any tire is P < 75% of the standard value, but the rate of leakage is slower. Therefore, the steering column should be locked at least at a frequency of 10 Hz to ensure more frequent locking and prevent further tire pressure leakage that could cause severe vehicle drift. This frequency setting prevents significant vehicle drift within a certain timeframe, preventing further widening of the tire pressure difference and more severe drift when the driver changes direction. Thus, the higher locking frequency reduces the frequency of direction changes while still allowing the driver some time for fine-tuning. Simultaneously, in this situation, the vehicle's red malfunction indicator light will show abnormal tire pressure; please pull over and have the vehicle inspected.

[0075] Scenario 3: When P < 75% of the standard value, V1 > 10% of the standard value per second, and vehicle speed V2 < 60 km / h, lock the steering column 5 at a frequency of 10 Hz. The tire pressure in this situation is the same as in the second scenario described above, but the rate of tire pressure leakage is faster, and the vehicle speed is also slower. The handling method is the same as in Scenario 2: maintain the steering column 5 locked at a frequency of 10 Hz. Simultaneously, in this situation, the vehicle's red malfunction indicator light will show abnormal tire pressure. Please pull over and have the vehicle inspected.

[0076] Scenario 4: When P < 75% of P_standard, V1 > 10% of P_standard / s, and vehicle speed V2 ≥ 60 km / h, lock the steering column 5 at a frequency of 15 Hz. In other words, compared to Scenario 3, Scenario 4 involves faster speeds and a higher frequency of steering column locking. This prevents the vehicle from colliding with obstacles due to prolonged locking at high speeds and rapid tire pressure drops. While giving the driver sufficient reaction time to fine-tune the steering column, the faster locking frequency also prevents further deviation from the driving path at high speeds and with severe tire pressure leaks. Simultaneously, in this situation, the vehicle's red malfunction indicator light will show abnormal tire pressure; please pull over and have the vehicle inspected.

[0077] Additionally, it should be noted that the steering column 5 can be left unlocked under the following conditions.

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

[0079] When 75%Pstandard ≤ P < 90%Pstandard and V1 ≤ 10%Pstandard / S, the vehicle malfunction indicator lamp will display insufficient tire pressure. Please drive with caution and repair in time. At this time, the steering column lock command will not be output. At this time, there is a small amount of tire pressure loss, but it is enough for the driver to take appropriate safety remedial measures and repairs. Therefore, locking is not required.

[0080] When 75%Pstandard ≤ P < 90%Pstandard, and V1 > 10%Pstandard / s, and vehicle speed V2 < 60 km / h, the vehicle malfunction indicator lamp will display insufficient tire pressure. Please drive with caution and repair promptly. At this time, no control steering column lock command will be output. When the vehicle speed is low, the tire pressure leakage is not serious during the driver's braking process, and the normal service life of the vehicle tires is sufficient to meet the time from the start of braking to the vehicle stop at this speed.

[0081] When P < 75% of the standard pressure, V1 < 10% of the standard pressure per second, and vehicle speed V2 < 60 km / h, the red malfunction indicator light on the vehicle displays abnormal tire pressure. Please pull over and have the vehicle inspected. In other words, although the tire pressure is low at this time, the rate of tire deflating is also low, and the vehicle speed is also low. This allows the driver some reaction time to adjust the tire pressure according to the actual road conditions before the leak becomes severe. Therefore, locking the tire is not necessary here.

[0082] In summary, the tire blowout vehicle stability control method of this invention allows for the classification of the frequency of steering column locking when a vehicle's tire leaks, based on the vehicle speed, tire pressure range, and rate of tire pressure reduction. Alternatively, locking may not be necessary under certain circumstances. This invention enables finer classification operations based on the specific dangerous situation of the vehicle, allowing for appropriate handling of tire deflation, such as locking or not locking, or limiting the locking frequency, thereby ensuring vehicle driving safety.

[0083] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

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

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

[0086] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0087] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

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

Claims

1. A vehicle stability control device for a tire blowout, characterized in that, include: Tire pressure sensor (1) and tire pressure receiving module (2), wherein the tire pressure sensor (1) is used to detect the tire pressure information of the 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; The control module is electrically connected to the tire pressure receiving module (2) and is adapted to issue a control command when a tire blowout is detected based on the tire pressure information. A tire blowout actuator is electrically connected to the control module and is adapted to lock the steering column (5) at a target frequency according to the control command. The control module determines the occurrence of a tire blowout based on the tire pressure information and issues control commands accordingly, specifically including: Based on the tire pressure information, determine whether a tire blowout has occurred; if so, output a control command. Get vehicle speed and tire pressure to reduce speed; The target frequency is obtained based on the vehicle speed and the tire pressure drop rate; The control command is output according to the target frequency.

2. The tire blowout vehicle stability control device according to claim 1, characterized in that, 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 spindle (52) of the steering column (5) and is circumferentially fixed to the spindle (52). The drive member (4) is connected to the first locking member and 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 blowout vehicle stability control device according to claim 2, characterized in that, The first locking member is provided with a locking flange (54), and the second locking member is constructed as a locking gear (53) and sleeved on the outside of 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 adapted to lock with one of the plurality of locking teeth.

4. The vehicle stability control device for tire blowout according to claim 3, characterized in that, The locking flange (54) is provided with at least two limiting teeth, which are adapted to be inserted between two connected locking teeth.

5. The vehicle stability control device for tire blowout according to claim 2, characterized in that, The tire blowout actuator also includes a mounting bracket (6), which is mounted on the outside of the outer shaft tube (51) of the steering column (5). The drive member (4) is mounted on the mounting bracket (6), and the first locking member is movably mounted on the mounting bracket.

6. The vehicle stability control device for tire blowout according to claim 5, characterized in that, The mounting bracket (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 together and jointly define a mounting groove. The driving member (4) is installed in 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 is movably inserted through the connecting end plate (63).

7. A method for vehicle stability control in the event of a tire blowout, characterized in that, The control method is applicable to the tire blowout vehicle stability control device according to any one of claims 1-6, and includes: Obtain tire pressure information; Receive the tire pressure information and output control commands based on the tire pressure information; The steering column (5) is locked according to the control command; According to the control command, the steering column (5) is locked at the target frequency; The step of outputting control commands based on the tire pressure information specifically includes: Based on the tire pressure information, determine whether a tire blowout has occurred; if so, output a control command. Get vehicle speed and tire pressure to reduce speed; The target frequency is obtained based on the vehicle speed and the tire pressure drop rate; The control command is output according to the target frequency.

8. The method for controlling vehicle stability after a tire blowout according to claim 7, characterized in that, The target frequency is 5 Hz - 15 Hz.

9. The method for controlling vehicle stability after a tire blowout according to claim 8, characterized in that, The control command is output based on the tire pressure information. Includes: where the tire pressure of any tire is P, the rate 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; When 75%Pstandard ≤ P < 90%Pstandard, and V1 > 10%Pstandard / S, and vehicle speed V2 ≥ 60 KM / H, the steering column (5) is locked at a frequency of 5 Hz. When P < 75%P_standard, V1 < 10%P_standard / S, and vehicle speed V2 ≥ 60KM / H, the steering column is locked at a frequency of 10HZ (5). When P < 75%P_standard, V1 > 10%P_standard / S, and vehicle speed V2 < 60KM / H, the steering column (5) is locked at a frequency of 10HZ. When P < 75%P_standard, V1 > 10%P_standard / S, and vehicle speed V2 ≥ 60KM / H, the steering column is locked at a frequency of 15HZ (5).

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