Tire burst control method and device and vehicle

Abstract

The invention discloses a tire burst control method and device and a vehicle, and the method comprises the steps: obtaining the state information of the vehicle when a tire burst signal is received; the state information comprises an actual vehicle speed and an actual yaw velocity; according to the actual vehicle speed, actual basic correction torque is calculated; calculating an actual feedback correction torque according to the actual yaw velocity; and according to the actual basic correction torque and the actual feedback correction torque, performing weighted calculation on a target correction torque, and according to the target correction torque, controlling the vehicle. The phenomenon that deviation of the vehicle cannot be completely compensated or compensation is excessive can be avoided, so that deviation of the vehicle after tire burst is prevented, and the stability of the vehicle after tire burst is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically to a tire blowout control method, device and vehicle. Background Art

[0002] At present, the common practice is to adjust the wheel torque according to the vehicle speed when a tire blows out, so as to compensate or eliminate the deviation of the vehicle to the side of the tire blows out caused by the tire blowout wheel, thereby balancing the tendency of the vehicle to deviate to the side of the tire blowout.

[0003] However, the correction torque obtained based only on the vehicle speed is often biased, and may fail to fully compensate for the vehicle's deviation or may over-compensate.

[0004] In view of the above technical problems, the present invention provides a new tire blowout control method, device and vehicle to at least partially solve the above problems. Summary of the invention

[0005] The present application is proposed to solve at least one of the above problems. According to one aspect of the present application, a tire blowout control method is provided, the tire blowout control method comprising: when a tire blowout signal is received, obtaining vehicle status information; the status information comprises actual vehicle speed and actual yaw rate; calculating actual basic correction torque according to the actual vehicle speed; calculating actual feedback correction torque according to the actual yaw rate; calculating target correction torque by weighting the actual basic correction torque and the actual feedback correction torque, and controlling the vehicle according to the target correction torque.

[0006] In one embodiment of the present application, calculating the actual basic correction torque based on the actual vehicle speed includes: determining the actual basic correction torque corresponding to the actual vehicle speed based on a pre-established first mapping relationship, wherein the first mapping relationship reflects the correspondence between the vehicle speed and the basic correction torque.

[0007] In one embodiment of the present application, the actual feedback correction torque is calculated based on the actual yaw rate, including: obtaining a yaw rate difference by subtracting the actual yaw rate from a target yaw rate; and performing proportional-integral-differential adjustment based on the yaw rate difference to obtain the actual feedback correction torque.

[0008] In one embodiment of the present application, the status information also includes an actual steering wheel angle, and the target yaw angular velocity is obtained according to the following steps: determining an actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; and calculating the target yaw angular velocity according to the actual front wheel angle.

[0009] In one embodiment of the present application, the status information also includes the actual wheel speed and actual tire pressure of each wheel, and the tire blowout control method also includes: for any one of the wheels, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, issuing the tire blowout signal.

[0010] In one embodiment of the present application, the first tire blowout condition includes: the wheel speed difference of the wheels is greater than the wheel speed difference threshold for a continuous time greater than a first time threshold, and the wheel speed difference of the wheels is greater than the wheel speed difference of any other wheels, and the difference between the two wheel speed differences is greater than the deviation threshold for a continuous time greater than a second time threshold; wherein, for any one of the wheels, the wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

[0011] In one embodiment of the present application, the second tire blowout condition includes: the actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure of this wheel and the standard tire pressure.

[0012] In one embodiment of the present application, controlling the vehicle according to the target correction torque includes: determining the torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0013] In one embodiment of the present application, when the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; when the product of the target correction torque and the torque distribution coefficient is less than the minimum correction torque or greater than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

[0014] In one embodiment of the present application, the steering state of the vehicle includes a target steering direction and an actual steering degree.

[0015] In one embodiment of the present application, the target steering direction is determined based on the actual front wheel turning angle of the vehicle; wherein the status information also includes an actual steering wheel angle, and the actual front wheel turning angle is obtained according to the following steps: determining the actual front wheel turning angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel turning angle of the vehicle; when the actual front wheel turning angle is not greater than a first front wheel turning angle threshold, the target steering direction of the vehicle is a left turn; when the actual front wheel turning angle is greater than or equal to the first front wheel turning angle threshold and not greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is straight ahead; when the actual front wheel turning angle is greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is a right turn; the first front wheel turning angle threshold and the second front wheel turning angle threshold are opposite numbers to each other.

[0016] In one embodiment of the present application, the actual steering degree of the vehicle is determined according to the yaw velocity difference of the vehicle; wherein the yaw velocity difference is obtained by subtracting the actual yaw velocity from a target yaw velocity; when the absolute value of the yaw velocity difference is not greater than a yaw velocity difference threshold, the actual steering degree of the vehicle is a normal steering degree; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have the same direction and the yaw velocity difference is less than zero, the actual steering degree of the vehicle is an excessive steering degree; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have opposite directions or the yaw velocity difference is greater than or equal to zero, the actual steering degree of the vehicle is an insufficient steering degree.

[0017] According to another aspect of the present application, a tire blowout control device is provided, the tire blowout control device comprising a vehicle controller and a sensor, wherein the vehicle controller is used to: upon receiving a tire blowout signal, obtain vehicle status information from the sensor; the status information comprises an actual vehicle speed and an actual yaw angular velocity; calculate an actual basic correction torque according to the actual vehicle speed; calculate an actual feedback correction torque according to the actual yaw angular velocity; calculate a target correction torque by weighting the actual basic correction torque and the actual feedback correction torque, and control the vehicle according to the target correction torque.

[0018] In one embodiment of the present application, the vehicle controller calculates the actual basic correction torque based on the actual vehicle speed, including: determining the actual basic correction torque corresponding to the actual vehicle speed based on a pre-established first mapping relationship, wherein the first mapping relationship reflects the correspondence between the vehicle speed and the basic correction torque.

[0019] In one embodiment of the present application, the vehicle controller calculates the actual feedback correction torque based on the actual yaw rate, including: obtaining a yaw rate difference by subtracting the actual yaw rate from a target yaw rate; and performing proportional-integral-differential adjustment based on the yaw rate difference to obtain the actual feedback correction torque.

[0020] In one embodiment of the present application, the status information also includes an actual steering wheel angle, and the vehicle controller is further used to: determine the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel angle of the vehicle; and calculate the target yaw angular velocity based on the actual front wheel angle.

[0021] In one embodiment of the present application, the status information also includes the actual wheel speed and actual tire pressure of each wheel, and the vehicle controller is also used to: for any one of the wheels, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, send the tire blowout signal.

[0022] In one embodiment of the present application, the first tire blowout condition includes: the wheel speed difference of the wheels is greater than the wheel speed difference threshold for a continuous time greater than a first time threshold, and the wheel speed difference of the wheels is greater than the wheel speed difference of any other wheels, and the difference between the two wheel speed differences is greater than the deviation threshold for a continuous time greater than a second time threshold; wherein, for any one of the wheels, the wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

[0023] In one embodiment of the present application, the second tire blowout condition includes: the actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure of this wheel and the standard tire pressure.

[0024] In one embodiment of the present application, the vehicle controller controls the vehicle according to the target correction torque, including: determining the torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0025] In one embodiment of the present application, when the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; when the product of the target correction torque and the torque distribution coefficient is less than the minimum correction torque or greater than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

[0026] In one embodiment of the present application, the steering state of the vehicle includes a target steering direction and an actual steering degree.

[0027] In one embodiment of the present application, the target steering direction is determined based on the actual front wheel turning angle of the vehicle; wherein the status information also includes an actual steering wheel angle, and the actual front wheel turning angle is obtained according to the following steps: determining the actual front wheel turning angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the steering wheel angle and the front wheel turning angle of the vehicle; when the actual front wheel turning angle is not greater than a first front wheel turning angle threshold, the target steering direction of the vehicle is a left turn; when the actual front wheel turning angle is greater than or equal to the first front wheel turning angle threshold and not greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is straight ahead; when the actual front wheel turning angle is greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is a right turn; the first front wheel turning angle threshold and the second front wheel turning angle threshold are opposite numbers to each other.

[0028] In one embodiment of the present application, the actual steering degree of the vehicle is determined according to the yaw velocity difference of the vehicle; wherein the yaw velocity difference is obtained by subtracting the actual yaw velocity from a target yaw velocity; when the absolute value of the yaw velocity difference is not greater than a yaw velocity difference threshold, the actual steering degree of the vehicle is a normal steering degree; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have the same direction and the yaw velocity difference is less than zero, the actual steering degree of the vehicle is an excessive steering degree; when the absolute value of the yaw velocity difference is greater than the yaw velocity difference threshold, and the actual yaw velocity and the target yaw velocity have opposite directions or the yaw velocity difference is greater than or equal to zero, the actual steering degree of the vehicle is an insufficient steering degree.

[0029] In one embodiment of the present application, the vehicle controller includes a motor controller for controlling each wheel of the vehicle respectively.

[0030] According to another aspect of the present application, a vehicle is provided, the vehicle comprising any one of the tire blowout control devices described above.

[0031] According to the tire blowout control method, device and vehicle of the embodiments of the present application, the actual basic correction torque calculated according to the actual vehicle speed is fed back and corrected by the actual feedback correction torque calculated according to the actual yaw angular velocity. The obtained target correction torque can avoid the phenomenon of failure to fully compensate for the deviation of the vehicle or over-compensation, so as to prevent the deviation of the vehicle after a tire blowout and ensure the stability of the vehicle after a tire blowout. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] By describing the embodiments of the present application in more detail in conjunction with the accompanying drawings, the above and other purposes, features and advantages of the present application will become more apparent. The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0033] Figure 1 A flowchart of a tire blowout control method according to an embodiment of the present application is shown.

[0034] Figure 2 A flowchart of tire blowout identification according to an embodiment of the present application is shown.

[0035] Figure 3 A flowchart of torque distribution according to an embodiment of the present application is shown.

[0036] Figure 4 A structural block diagram of a tire blowout control device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0037] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it is apparent to those skilled in the art that the present application can be implemented without one or more of these details. In other examples, in order to avoid confusion with the present application, some technical features well known in the art are not described.

[0038] It should be understood that the present application can be implemented in different forms and should not be construed as being limited to the embodiments presented herein. On the contrary, providing these embodiments will make the disclosure thorough and complete and fully convey the scope of the present application to those skilled in the art. In the accompanying drawings, the sizes and relative sizes of layers and regions may be exaggerated for clarity. The same reference numerals throughout represent the same elements.

[0039] The purpose of the terms used herein is only to describe specific embodiments and is not intended to be limiting of the present application. When used herein, the singular forms "a", "an" and "said / the" are also intended to include plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "consisting of" and / or "comprising", when used in this specification, determine the presence of the features, integers, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, operations, elements, parts and / or groups. When used herein, the term "and / or" includes any and all combinations of the relevant listed items.

[0040] In order to thoroughly understand the present application, a detailed structure will be presented in the following description to illustrate the technical solution proposed by the present application. The preferred embodiments of the present application are described in detail as follows, but in addition to these detailed descriptions, the present application may also have other implementation methods.

[0041] Example 1

[0042] Reference below Figure 1 The tire blowout control method according to an embodiment of the present application is described. Figure 1 As shown, the tire blowout control method 100 may include the following steps:

[0043] In step S110, when a tire blowout signal is received, the vehicle status information is obtained; the status information includes the actual vehicle speed and the actual yaw rate;

[0044] In step S120, the actual basic correction torque is calculated according to the actual vehicle speed;

[0045] In step S130, the actual feedback correction torque is calculated according to the actual yaw angular velocity;

[0046] In step S140 , a target correction torque is calculated by weighting the actual basic correction torque and the actual feedback correction torque, and the vehicle is controlled according to the target correction torque.

[0047] In the above tire blowout control method 100, in addition to calculating the actual basic correction torque for adjusting the torque of the vehicle's wheels according to the actual vehicle speed, in order to avoid the phenomenon that the actual basic correction torque obtained according to the vehicle speed cannot completely compensate for the deviation of the vehicle or over-compensates, the actual feedback correction torque for feedback correction of the actual basic correction torque is calculated according to the actual yaw angular velocity of the vehicle, and then, the actual basic correction torque and the actual feedback correction torque are weighted to obtain the target correction torque that is truly used to adjust the torque of the vehicle's wheels, so that the vehicle can be controlled according to the target correction torque, that is, to compensate or eliminate the deviation of the vehicle to the tire blowout side caused by the tire blowout wheel, and balance the tendency of the vehicle to deviate to the tire blowout side, so as to maintain the stability of the vehicle after the tire blowout.

[0048] It should be noted that there is no strict order between step S120 and step S130. Step S120 may be executed first and then step S130, or step S130 may be executed first and then step S120, or both may be executed simultaneously, and there is no limitation on this.

[0049] According to the tire blowout control method 100 of the embodiment of the present application, the actual basic correction torque calculated according to the actual vehicle speed is fed back and corrected by the actual feedback correction torque calculated according to the actual yaw angular velocity. The obtained target correction torque can avoid the phenomenon of failure to fully compensate for the deviation of the vehicle or over-compensation, so as to prevent the deviation of the vehicle after the tire blowout and ensure the stability of the vehicle after the tire blowout.

[0050] Moreover, compared with braking a vehicle with a tire blowout using a hydraulic brake system, the tire blowout control method 100 of the present application has better response speed and control accuracy.

[0051] In some embodiments of the present application, there is a first mapping relationship between the vehicle speed and the basic correction torque, so that when the actual vehicle speed is obtained, the actual basic correction torque corresponding to the actual vehicle speed can be obtained according to the first mapping relationship.

[0052] Exemplarily, a functional relationship consistent with the first mapping relationship can be established in advance, and then the actual vehicle speed can be substituted into the functional relationship to obtain the actual basic correction torque; alternatively, a test calibration can be performed in advance, and a vehicle speed-basic correction torque comparison table can be established based on the test results. There is a first mapping relationship between the vehicle speed and the basic correction torque in the established vehicle speed-basic correction torque comparison table, and then the actual basic correction torque corresponding to the actual vehicle speed can be obtained by looking up the table; of course, the present application does not exclude other methods of calculating the actual basic correction torque based on the actual vehicle speed.

[0053] In some embodiments of the present application, the actual feedback correction torque may be calculated based on the actual yaw rate of the vehicle in a variety of ways, which are not limited thereto.

[0054] For example, a yaw rate difference may be obtained by firstly making a difference between the actual yaw rate and the target yaw rate, and then a proportional-integral-derivative adjustment (PID adjustment) may be performed according to the yaw rate difference to obtain the actual feedback correction torque.

[0055] Among them, the actual basic correction torque calculated according to the actual vehicle speed can be used as the feedforward control data of the tire blowout control method 100, and the actual feedback correction torque calculated according to the actual yaw angular velocity of the vehicle can be used as the feedback control data of the tire blowout control method 100. By feedback-correcting the feedforward control data with the feedback control data, a control closed loop can be achieved, thereby obtaining a more accurate target correction torque to cope with the additional yaw caused by the vehicle's tire blowout instability.

[0056] In some embodiments of the present application, the vehicle status information may also include the vehicle's steering wheel angle, and the target yaw angular velocity may be obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle; and calculating the target yaw angular velocity according to the actual front wheel angle.

[0057] Exemplarily, a functional relationship consistent with the second mapping relationship can be established in advance, and then the actual steering wheel angle of the vehicle can be substituted into the functional relationship to obtain the actual front wheel angle; alternatively, test calibration can be performed in advance, and a steering wheel angle-front wheel angle comparison table can be established based on the test results. There is a first mapping relationship between the steering wheel angle and the front wheel angle in the established steering wheel angle-front wheel angle comparison table, and then the actual front wheel angle corresponding to the actual steering wheel angle can be obtained by looking up the table; of course, the present application does not exclude other methods of calculating the actual front wheel angle based on the actual steering wheel angle.

[0058] After the actual front wheel steering angle is determined, the actual front wheel steering angle can be used in a formula for calculating the target yaw rate to obtain the target yaw rate.

[0059] Exemplarily, the formula for calculating the target yaw rate may be as follows:

[0060]

[0061] Among them, γ ss is the target yaw rate, δ is the front wheel turning angle, V x is the vehicle speed, m is the sprung mass of the vehicle body, L is the front and rear wheelbase of the vehicle, l f is the distance from the center of mass to the front wheelbase, lr C is the distance from the center of mass to the rear wheelbase, f is the front wheel cornering stiffness, C r is the rear wheel cornering stiffness; it should be noted that because the denominator of the formula includes the vehicle speed, it needs to be processed to prevent zero.

[0062] In addition, it should be noted that the received tire blowout signal may be generated through a tire blowout identification process. The specific tire blowout identification may be performed in a variety of ways, which are not limited thereto.

[0063] In some embodiments of the present application, the status information also includes the actual wheel speed and actual tire pressure of each wheel. The tire blowout control method 100 can realize tire blowout identification through the following steps: for any wheel, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, a tire blowout signal is issued.

[0064] It should be noted that the existing tire blowout identification method usually determines whether a vehicle has a tire blowout from one dimension, that is, only one type of wheel information such as tire pressure. Compared with the existing tire blowout identification method, this embodiment can identify whether a vehicle has a tire blowout from two dimensions through two types of wheel information, namely, wheel speed and tire pressure, and the reliability of the identification result is higher.

[0065] In addition, this embodiment does not have a strict order when judging whether the actual wheel speed meets the first tire blowout condition and whether the actual tire pressure meets the second tire blowout condition. It can first judge whether the actual wheel speed meets the first tire blowout condition and then judge whether the actual tire pressure meets the second tire blowout condition, or first judge whether the actual tire pressure meets the second tire blowout condition and then judge whether the actual wheel speed meets the first tire blowout condition, or both can be judged at the same time, which is not limited to this.

[0066] For example, Figure 2 As shown, for any of the wheels, after obtaining its actual wheel speed and actual tire pressure, it is possible to first pre-identify whether its actual wheel speed meets the first tire blowout condition. When the actual wheel speed meets the first tire blowout condition, it indicates that the wheel may have a tire blowout. Then, it is possible to further identify whether its actual tire pressure meets the second tire blowout condition. When the actual tire pressure meets the second tire blowout condition, it can be confirmed that the tire has a tire blowout, and a tire blowout signal can be issued. Among them, when the actual wheel speed does not meet the first tire blowout condition, a new actual wheel speed can be obtained for pre-identification again, and when the actual tire pressure does not meet the second tire blowout condition, a new actual tire pressure can be obtained for identification again.

[0067] In some embodiments of the present application, the first tire blowout condition includes: the wheel speed difference of a wheel is greater than the wheel speed difference of any other wheel, and the difference between the two wheel speed differences is greater than the deviation threshold for a continuous time greater than the second time threshold; wherein, for any wheel, its wheel speed difference is the difference between the actual wheel speed of this wheel and the average actual wheel speed of the remaining wheels.

[0068] Taking a vehicle having four wheels, a left front wheel (FL), a right front wheel (FR), a left rear wheel (RL), and a right rear wheel (RR), as an example, identifying whether a tire blowout occurs on the left front wheel, determining whether the actual wheel speed of the left front wheel satisfies the first tire blowout condition may include the following steps:

[0069] In step S201, the actual wheel speed and actual tire pressure of each wheel are obtained, including the actual wheel speed V of the left front wheel. fl , Actual tire pressure of the left front wheel P tire_FL , the actual wheel speed V of the right front wheel lr , Actual tire pressure of the right front wheel P tire_LR , Actual wheel speed of the left rear wheel V rl , Actual tire pressure of the left rear wheel P tire_RL , the actual wheel speed V of the right rear wheel rr , Actual tire pressure of the right rear wheel P tire_RR ;

[0070] In step S202, the wheel speed difference of the left front wheel is calculated and it is determined whether there is an abnormality;

[0071] The calculation process can be as follows:

[0072] Left front wheel speed difference V fl_diff = Actual wheel speed of left front wheel V fl -(Actual wheel speed of right front wheel V lr + Actual wheel speed of left rear wheel V rl +Actual right rear wheel speed V rr ) / 3;

[0073] Correspondingly, the right front wheel speed difference V can also be obtained. fr_diff , left rear wheel speed difference V rl_diff The speed difference between the right rear wheel and rr_diff ;

[0074] The judgment process can be as follows, if the left front wheel meets:

[0075] Left front wheel speed difference V fl_diff > wheel speed difference threshold, and the continuous duration is > the first duration threshold;

[0076] It can be determined that the wheel speed of the left front wheel is abnormal;

[0077] If the left front wheel does not meet the above conditions, the process may return to step S201 to re-acquire the actual wheel speed of the wheel;

[0078] In step S203, the deviation between the wheel speed difference of the left front wheel and the wheel speed differences of the other three wheels is calculated and it is determined whether there is an abnormality;

[0079] The calculation process can be as follows:

[0080] The wheel speed difference deviation V between the left front wheel and the right front wheel flfr_diffTol = Left front wheel speed difference V fl_diff -Right front wheel speed difference V fr_diff ;

[0081] The wheel speed difference deviation V between the left front wheel and the left rear wheel flrl_diffTol = Left front wheel speed difference V fl_diff - Left rear wheel speed difference V rl_diff ;

[0082] The wheel speed difference deviation V between the left front wheel and the right rear wheel flrr_diffTol = Left front wheel speed difference V fl_diff -Right rear wheel speed difference V rr_diff ;

[0083] The judgment process can be as follows, if the left front wheel meets:

[0084] Compared with the right front wheel, the left front wheel has a speed difference of V fl_diff >Right front wheel speed difference V fr_diff , and the wheel speed difference deviation V flfr_diffTol >deviation threshold, and the continuous duration>second duration threshold;

[0085] Compared with the left rear wheel, the left front wheel has a speed difference of V fl_diff > Left rear wheel speed difference V rl_diff , and the wheel speed difference deviation V flrl_diffTol >deviation threshold, and the continuous duration>second duration threshold;

[0086] Compared with the right rear wheel, the left front wheel has a speed difference of V fl_diff >Right rear wheel speed difference V rr_diff , and the wheel speed difference deviation V flrr_diffTol >deviation threshold, and the continuous duration>second duration threshold;

[0087] It can be determined that the actual wheel speed of the left front wheel is abnormal and the wheel speed difference of the left front wheel is also abnormal, and the left front wheel may have a tire blowout;

[0088] If the left front wheel does not meet the above conditions, the process may return to step S202 to recalculate the wheel speed difference of the left front wheel and determine whether there is an abnormality.

[0089] The specific values ​​of the deviation threshold, the first duration threshold and the second duration threshold may be determined according to actual conditions and are not limited thereto.

[0090] Similarly, the right front wheel, left rear wheel and right rear wheel can be identified respectively to determine whether the actual wheel speed of the right front wheel, the actual wheel speed of the left rear wheel and the actual wheel speed of the right rear wheel respectively meet the first tire blowout condition, thereby determining whether the right front wheel, the left rear wheel and the right rear wheel are likely to have a tire blowout.

[0091] In some embodiments of the present application, the second tire blowout condition includes: the actual tire pressure of the wheel is less than the tire pressure threshold, or the tire pressure difference of the wheel is greater than the tire pressure difference threshold for a continuous time greater than a third time threshold; wherein, for any wheel, the tire pressure difference is the difference between the actual tire pressure of this wheel and the standard tire pressure.

[0092] Similarly, taking the vehicle with four wheels, namely, the left front wheel (FL), the right front wheel (FR), the left rear wheel (RL), and the right rear wheel (RR), as an example, when the actual wheel speed of the left front wheel meets the first tire blowout condition, it can be further determined whether the actual tire pressure of the left front wheel meets the second tire blowout condition. Determining whether the actual tire pressure of the left front wheel meets the second tire blowout condition may include the following steps:

[0093] In step S204, the tire pressure difference of the left wheel is calculated and it is determined whether there is an abnormality;

[0094] The tire pressure difference of the left wheel can be obtained by subtracting the actual tire pressure of the left front wheel from the standard tire pressure. The calculation process can be as follows:

[0095] Left wheel tire pressure difference P tire_diff = Actual tire pressure of the left front wheel P tire_FL - Standard tire pressure P tire0 ;

[0096] The judgment process can be as follows, if the left front wheel meets:

[0097] The actual tire pressure of the left front wheel is less than the tire pressure threshold, or the tire pressure difference of the left wheel is P tire_diff >Tire pressure difference threshold and continuous duration>third duration threshold;

[0098] It can be determined that the actual tire pressure of the left front wheel is also abnormal, and the left front wheel has a tire blowout, so a tire blowout signal for indicating that the left front wheel has a tire blowout can be issued;

[0099] If the left front wheel does not meet the above conditions, the process may return to step S203 to recalculate the deviation between the wheel speed difference of the left front wheel and the wheel speed differences of the other three wheels and determine whether there is an abnormality.

[0100] Among them, the specific values ​​of the tire pressure threshold and the third time threshold can be determined according to actual conditions and are not limited to this.

[0101] Similarly, when the actual wheel speed of the right front wheel, the actual wheel speed of the left rear wheel and the actual wheel speed of the right rear wheel meet the first tire blowout condition, it can also be further determined whether the actual tire pressure of the right front wheel, the actual tire pressure of the left rear wheel and the actual tire pressure of the right rear wheel respectively meet the second tire blowout condition, thereby determining whether a tire blowout has occurred on the right front wheel, the left rear wheel and the right rear wheel.

[0102] It should be noted that the above only takes a vehicle with four wheels as an example. For some large vehicles, such as buses, trucks, large pickup trucks, etc., they may have six, eight, ten or more wheels, and may also use the above method to determine whether a tire blowout has occurred, without limitation.

[0103] It can be understood that after receiving the tire blowout signal, the corresponding target correction torque can be calculated according to the tire blowout control method 100 of the present application, so as to control the vehicle according to the target correction torque to avoid the vehicle body from swaying.

[0104] In some embodiments of the present application, the vehicle is controlled according to the target correction torque, including: determining the torque distribution coefficient of each wheel according to the steering state of the vehicle and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0105] The steering state of the vehicle may include the target steering direction and the actual steering degree of the vehicle.

[0106] In one example, the target steering direction of the vehicle can be determined based on the actual front wheel angle of the vehicle. The vehicle status information acquired in step S110 can also include the steering wheel angle of the vehicle, and the actual front wheel angle of the vehicle is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the corresponding relationship between the steering wheel angle of the vehicle and the front wheel angle. The specific process can be referred to the introduction above, and will not be repeated here.

[0107] After determining the actual front wheel steering angle of the vehicle, the target steering direction of the vehicle can be determined by the actual front wheel steering angle of the vehicle, for example:

[0108] When the actual front wheel turning angle is not greater than the first front wheel turning angle threshold, the target steering direction of the vehicle is to turn left;

[0109] When the actual front wheel turning angle is greater than or equal to the first front wheel turning angle threshold and not greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is straight ahead;

[0110] When the actual front wheel turning angle is greater than the second front wheel turning angle threshold, the target steering direction of the vehicle is to turn right; the first front wheel turning angle threshold and the second front wheel turning angle threshold are opposite numbers to each other.

[0111] The specific values ​​of the first front wheel turning angle threshold and the second front wheel turning angle threshold may be determined according to actual conditions and are not limited thereto.

[0112] In one example, the actual steering degree of the vehicle can be determined according to the yaw rate difference of the vehicle. The yaw rate difference of the vehicle can be obtained by subtracting the actual yaw rate of the vehicle from the target yaw rate of the vehicle. The actual yaw rate of the vehicle can be obtained according to the state information of the vehicle acquired in step S110. The target yaw rate of the vehicle can refer to the calculation method described above, which will not be described in detail here.

[0113] After determining the yaw rate difference of the vehicle, the actual steering degree of the vehicle can be determined by the yaw rate difference of the vehicle, for example:

[0114] When the absolute value of the yaw rate difference is not greater than the yaw rate difference threshold, the actual steering degree of the vehicle is normal;

[0115] When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate have the same direction and the yaw rate difference is less than zero, the actual steering degree of the vehicle is oversteering;

[0116] When the absolute value of the yaw rate difference is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate are in opposite directions or the yaw rate difference is greater than or equal to zero, the actual steering degree of the vehicle is insufficient steering.

[0117] The specific value of the yaw angular velocity difference threshold value may be determined according to actual conditions and is not limited thereto.

[0118] For example, Figure 3As shown, when the vehicle is controlled according to the target correction torque, the state information such as the actual yaw angular velocity and the actual steering wheel angle of the vehicle can be obtained first. Afterwards, the target steering direction of the vehicle can be determined according to the obtained state information, and the torque distribution control module to be activated can be determined according to the target steering direction of the vehicle. For example, if the steering state of the vehicle is left turn, the left turn torque distribution control module can be activated, if the steering state of the vehicle is straight, the straight drive torque distribution control module can be activated, and if the steering state of the vehicle is right turn, the right turn torque distribution control module can be activated. Then, the tire blowout of the vehicle can be judged according to the tire blowout signal to determine the position of the tire blowout wheel. Then, the actual steering degree of the vehicle can be determined according to the obtained state information. Then, the torque distribution coefficient of each wheel can be determined according to the tire blowout signal and the steering state of the vehicle, and then the corresponding actual correction torque can be output to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0119] For example, the calculation method of the actual correction torque can be referred to as follows:

[0120] Actual correction torque T of the left front wheel fl = target correction torque * torque distribution coefficient of left front wheel;

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

[0122] Actual correction torque T of the left rear wheel rl = target correction torque * torque distribution coefficient of left rear wheel;

[0123] Actual correction torque T of the right rear wheel rr = target correction torque * torque distribution coefficient of right rear wheel.

[0124] Taking the case where the left front wheel has a tire blowout and the actual steering degree of the vehicle is insufficient steering as an example, when distributing the target correction torque, the torque distribution coefficient of the left front wheel is zero, so the target correction torque can be distributed to the remaining three wheels, and because the torque distribution coefficient of the left rear wheel is larger, the distribution ratio of the target correction torque to the left rear wheel is higher.

[0125] In one example, in order to avoid the actual correction torque allocated to a certain wheel being too large or too small, after obtaining the product of the target correction torque and the torque distribution coefficient, the product can be judged. When the product satisfies a certain range, the actual correction torque is equal to the product. When the product does not satisfy the certain range, the actual correction torque can be set to the maximum value or minimum value of the range.

[0126] Exemplarily, when the product of the target correction torque and the torque distribution coefficient is greater than or equal to the minimum correction torque and less than or equal to the maximum correction torque, the actual correction torque is the product of the target correction torque and the torque distribution coefficient; when the product of the target correction torque and the torque distribution coefficient is less than the minimum correction torque or greater than the maximum correction torque, the actual correction torque is the maximum correction torque or the minimum correction torque.

[0127] Example 2

[0128] According to another aspect of the present application, a tire blowout control device is also provided. Figure 4 As shown, the tire blowout control device 400 includes a sensor 410 and a vehicle controller 420, wherein the vehicle controller 420 is used to: upon receiving a tire blowout signal, obtain vehicle status information from the sensor 410; the status information includes an actual vehicle speed and an actual yaw rate; calculate an actual basic correction torque according to the actual vehicle speed; calculate an actual feedback correction torque according to the actual yaw rate; calculate a target correction torque by weighting the actual basic correction torque and the actual feedback correction torque, and control the vehicle according to the target correction torque.

[0129] The tire blowout control device 400, in addition to calculating the actual basic correction torque for adjusting the torque of the vehicle's wheels according to the actual vehicle speed, also calculates the actual feedback correction torque for feedback correction of the actual basic correction torque according to the actual yaw angular velocity of the vehicle in order to avoid the phenomenon that the actual basic correction torque obtained according to the vehicle speed cannot fully compensate for the deviation of the vehicle or over-compensates. Then, the actual basic correction torque and the actual feedback correction torque are weighted to obtain the target correction torque that is truly used to adjust the torque of the vehicle's wheels, so that the vehicle can be controlled according to the target correction torque, that is, the deviation of the vehicle to the tire blowout side caused by the tire blowout wheel is compensated or eliminated, and the tendency of the vehicle to deviate to the tire blowout side is balanced to maintain the stability of the vehicle after the tire blowout.

[0130] It should be noted that the vehicle controller 420 does not have a strict order in calculating the actual basic correction torque and the actual feedback correction torque. The actual basic correction torque can be calculated first and then the actual feedback correction torque, or the actual feedback correction torque can be calculated first and then the actual basic correction torque, or the two can be executed at the same time, and there is no limitation on this.

[0131] According to the tire blowout control device 400 of the embodiment of the present application, the actual basic correction torque calculated according to the actual vehicle speed is fed back and corrected by the actual feedback correction torque calculated according to the actual yaw angular velocity. The obtained target correction torque can avoid the phenomenon of failure to fully compensate for the deviation of the vehicle or over-compensation, so as to prevent the deviation of the vehicle after a tire blowout and ensure the stability of the vehicle after a tire blowout.

[0132] Moreover, compared with the braking of a vehicle with a tire blowout by a hydraulic brake system, the response speed and control accuracy of the tire blowout control device 400 of the present application are both more excellent.

[0133] In one example, if Figure 4 As shown, the sensor 410 may include a vehicle speed sensor and a yaw angular velocity sensor disposed on the vehicle, so that the actual vehicle speed can be acquired through the vehicle speed sensor, and the actual yaw angular velocity of the vehicle can be acquired according to the yaw angular velocity sensor.

[0134] In one example, the vehicle controller 420 may include a vehicle MCU (Micro Controller Unit) or a vehicle-mounted host, etc., which is not limited.

[0135] In some embodiments of the present application, there is a first mapping relationship between the vehicle speed and the basic correction torque, so that when the vehicle controller 420 obtains the actual vehicle speed, it can obtain the actual basic correction torque corresponding to the actual vehicle speed according to the first mapping relationship.

[0136] Exemplarily, a functional relationship consistent with the first mapping relationship can be established in advance, and then the actual vehicle speed can be substituted into the functional relationship to obtain the actual basic correction torque; alternatively, a test calibration can be performed in advance, and a vehicle speed-basic correction torque comparison table can be established based on the test results. There is a first mapping relationship between the vehicle speed and the basic correction torque in the established vehicle speed-basic correction torque comparison table, and then the actual basic correction torque corresponding to the actual vehicle speed can be obtained by looking up the table; of course, the present application does not exclude other methods of calculating the actual basic correction torque based on the actual vehicle speed.

[0137] In some embodiments of the present application, the vehicle controller 420 may calculate the actual feedback correction torque according to the actual yaw rate of the vehicle in a variety of ways, which are not limited to this.

[0138] For example, the vehicle controller 420 may first obtain a yaw rate difference by subtracting the actual yaw rate from the target yaw rate, and then perform proportional-integral-derivative regulation (PID regulation) according to the yaw rate difference to obtain the actual feedback correction torque.

[0139] Among them, the actual basic correction torque calculated according to the actual vehicle speed can be used as the feedforward control data of the tire blowout control device 400, and the actual feedback correction torque calculated according to the actual yaw angular velocity of the vehicle can be used as the feedback control data of the tire blowout control device 400. By feedback-correcting the feedforward control data with the feedback control data, a control closed loop can be achieved, thereby obtaining a more accurate target correction torque to cope with the additional yaw caused by the vehicle's tire blowout instability.

[0140] In some embodiments of the present application, Figure 4 As shown, the sensor 410 may also include a steering wheel angle sensor 410 disposed on the steering wheel, and the steering wheel angle of the vehicle may be acquired through the steering wheel angle sensor 410. Therefore, the state information of the vehicle acquired by the vehicle controller 420 may also include the steering wheel angle of the vehicle, and the target yaw rate may be obtained by the vehicle controller 420 according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the corresponding relationship between the steering wheel angle of the vehicle and the front wheel angle; and calculating the target yaw rate according to the actual front wheel angle.

[0141] Exemplarily, a functional relationship consistent with the second mapping relationship can be established in advance, and then the actual steering wheel angle of the vehicle can be substituted into the functional relationship to obtain the actual front wheel angle; alternatively, test calibration can be performed in advance, and a steering wheel angle-front wheel angle comparison table can be established based on the test results. There is a first mapping relationship between the steering wheel angle and the front wheel angle in the established steering wheel angle-front wheel angle comparison table, and then the actual front wheel angle corresponding to the actual steering wheel angle can be obtained by looking up the table; of course, the present application does not exclude other methods of calculating the actual front wheel angle based on the actual steering wheel angle.

[0142] After the actual front wheel steering angle is determined, the actual front wheel steering angle can be used in a formula for calculating the target yaw rate to obtain the target yaw rate.

[0143] Exemplarily, the formula for calculating the target yaw rate may be as follows:

[0144]

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

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

[0147] In some embodiments of the present application, Figure 4 As shown, the sensor 410 also includes a wheel speed sensor and a tire pressure sensor disposed on each wheel. The wheel speed sensor can collect the actual wheel speed of the wheel, and the tire pressure sensor can collect the actual tire pressure of the wheel. Therefore, the vehicle status information acquired by the vehicle controller 420 can also include the actual wheel speed and actual tire pressure of each wheel. The vehicle controller 420 can implement tire blowout identification through the following steps: for any wheel, when its actual wheel speed meets the first tire blowout condition and its actual tire pressure meets the second tire blowout condition, a tire blowout signal is issued.

[0148] It should be noted that the existing tire blowout identification method usually determines whether a vehicle has a tire blowout from one dimension, that is, only one type of wheel information such as tire pressure. Compared with the existing tire blowout identification method, this embodiment can identify whether a vehicle has a tire blowout from two dimensions through two types of wheel information, namely, wheel speed and tire pressure, and the reliability of the identification result is higher.

[0149] In addition, this embodiment does not have a strict order when judging whether the actual wheel speed meets the first tire blowout condition and whether the actual tire pressure meets the second tire blowout condition. It can first judge whether the actual wheel speed meets the first tire blowout condition and then judge whether the actual tire pressure meets the second tire blowout condition, or first judge whether the actual tire pressure meets the second tire blowout condition and then judge whether the actual wheel speed meets the first tire blowout condition, or both can be judged at the same time, which is not limited to this.

[0150] For example, Figure 2 As shown, for any of the wheels, after obtaining its actual wheel speed and actual tire pressure, it is possible to first pre-identify whether its actual wheel speed meets the first tire blowout condition. When the actual wheel speed meets the first tire blowout condition, it indicates that the wheel may have a tire blowout. Then, it is possible to further identify whether its actual tire pressure meets the second tire blowout condition. When the actual tire pressure meets the second tire blowout condition, it can be confirmed that the tire has a tire blowout, and a tire blowout signal can be issued. Among them, when the actual wheel speed does not meet the first tire blowout condition, a new actual wheel speed can be obtained for pre-identification again, and when the actual tire pressure does not meet the second tire blowout condition, a new actual tire pressure can be obtained for identification again.

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

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

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

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

[0155] The calculation process can be as follows:

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

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

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

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

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

[0161] If the left front wheel does not meet the above conditions, the process may return to step S201 to re-acquire the actual wheel speed of the wheel;

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

[0163] The calculation process can be as follows:

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

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

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

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

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

[0169] Compared with the left rear wheel, the left front wheel has a speed difference of V fl_diff > Left rear wheel speed difference V rl_diff , and the wheel speed difference deviation V flrl_diffTol >deviation threshold, and the continuous duration>second duration threshold;

[0170] Compared with the right rear wheel, the left front wheel has a speed difference of V fl_diff >Right rear wheel speed difference V rr_diff , and the wheel speed difference deviation V flrr_diffTol >deviation threshold, and the continuous duration>second duration threshold;

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

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

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

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

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

[0176] Similarly, taking the vehicle with four wheels, namely, the left front wheel (FL), the right front wheel (FR), the left rear wheel (RL), and the right rear wheel (RR) as an example, when the actual wheel speed of the left front wheel meets the first tire blowout condition, it can be further determined whether the actual tire pressure of the left front wheel meets the second tire blowout condition. The vehicle controller 420 may determine whether the actual tire pressure of the left front wheel meets the second tire blowout condition by the following steps:

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

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

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

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

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

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

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

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

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

[0186] It should be noted that the above only takes a vehicle with four wheels as an example. For some large vehicles, such as buses, trucks, large pickup trucks, etc., they may have six, eight, ten or more wheels, and may also use the above method to determine whether a tire blowout has occurred, without limitation.

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

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

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

[0190] In one example, the target steering direction of the vehicle can be determined based on the actual front wheel angle of the vehicle. The vehicle status information acquired by the vehicle controller 420 can also include the steering wheel angle of the vehicle, and the actual front wheel angle of the vehicle is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle according to a pre-established second mapping relationship, wherein the second mapping relationship reflects the corresponding relationship between the steering wheel angle of the vehicle and the front wheel angle. The specific process can be referred to the introduction above, and will not be repeated here.

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

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

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

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

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

[0196] In one example, the actual steering degree of the vehicle may be determined according to the yaw rate difference of the vehicle. The yaw rate difference of the vehicle may be obtained by subtracting the actual yaw rate of the vehicle from the target yaw rate of the vehicle. The actual yaw rate of the vehicle may be obtained according to the state information of the vehicle collected by the sensor 410. The target yaw rate of the vehicle may refer to the calculation method described above, which will not be described in detail here.

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

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

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

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

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

[0202] like Figure 3As shown, when the vehicle is controlled according to the target correction torque, the state information such as the actual yaw angular velocity and the actual steering wheel angle of the vehicle can be obtained first. Afterwards, the target steering direction of the vehicle can be determined according to the obtained state information, and the torque distribution control module to be activated can be determined according to the target steering direction of the vehicle. For example, if the steering state of the vehicle is left turn, the left turn torque distribution control module can be activated, if the steering state of the vehicle is straight, the straight drive torque distribution control module can be activated, and if the steering state of the vehicle is right turn, the right turn torque distribution control module can be activated. Then, the tire blowout of the vehicle can be judged according to the tire blowout signal to determine the position of the tire blowout wheel. Then, the actual steering degree of the vehicle can be determined according to the obtained state information. Then, the torque distribution coefficient of each wheel can be determined according to the tire blowout signal and the steering state of the vehicle, and then the corresponding actual correction torque can be output to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0203] In one example, if Figure 4 As shown, the vehicle controller 420 may include the torque distribution control module. Taking an electric vehicle as an example, the torque distribution control module may be a motor controller (Motor-control-unit, referred to as MCU). For each wheel, there may be a corresponding motor controller for controlling it, so that each motor controller may output the actual correction torque to the corresponding wheel.

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

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

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

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

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

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

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

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

[0212] Example 3

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

[0214] Among them, the tire blowout control device can be implemented as the tire blowout control device 400 mentioned above, and reference can be made to the introduction above, which will not be repeated here.

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

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

[0217] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely exemplary and are not intended to limit the scope of the present application to this. Those of ordinary skill in the art may make various changes and modifications therein without departing from the scope and spirit of the present application. All these changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0218] Similarly, it should be understood that in order to streamline the present application and help understand one or more of the various application aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present application should not be interpreted as reflecting the following intention: the claimed application requires more features than the features clearly stated in each claim. More specifically, as reflected in the corresponding claims, the application point is that the corresponding technical problem can be solved with less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby explicitly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present application.

[0219] In addition, those skilled in the art will appreciate that, although some embodiments described herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present application and form different embodiments. For example, in the claims, any one of the claimed embodiments can be used in any combination.

[0220] It should be noted that the above embodiments illustrate rather than limit the present application, and that those skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets should not be construed as a limitation to the claims. The use of the words first, second, and third, etc. does not indicate any order. These words may be interpreted as names.

Claims

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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