Tire blowout control method, device and vehicle

Abstract

A tire burst control method, device and vehicle, the tire burst control method comprising: obtaining state information of the vehicle when a tire burst signal is received; the state information comprising an actual vehicle speed and an actual yaw rate; calculating an actual base correction torque according to the actual vehicle speed; calculating an actual feedback correction torque according to the actual yaw rate; calculating a target correction torque according to the actual base correction torque and the actual feedback correction torque, and controlling the vehicle according to the target correction torque. The present application can avoid the phenomenon that the vehicle offset cannot be completely compensated or overcompensated, so as to prevent the vehicle from deviating after tire burst and ensure the stability of the vehicle after tire burst.

Description

TECHNICAL FIELD

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

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

[0003] However, the modified torque obtained only according to the vehicle speed is often biased, and it is easy to appear the phenomenon that the deviation of the vehicle cannot be completely compensated or is overcompensated.

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

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

[0006] In an embodiment of the present application, the calculating of the actual basic modified torque according to the actual vehicle speed comprises: determining the actual basic modified torque corresponding to the actual vehicle speed according to a first mapping relationship established in advance, wherein the first mapping relationship reflects the corresponding relationship between the vehicle speed and the basic modified torque.

[0007] In an embodiment of the present application, the calculating of the actual feedback modified torque according to the actual yaw rate comprises: obtaining a yaw rate difference value by subtracting the actual yaw rate from a target yaw rate; performing proportional-integral-derivative adjustment according to the yaw rate difference value to obtain the actual feedback modified torque.

[0008] In an embodiment of the present application, the state information further comprises an actual steering wheel angle, and the target yaw rate is obtained according to the following steps: determining an actual front wheel angle corresponding to the actual steering wheel angle according to a second mapping relationship established in advance, wherein the second mapping relationship reflects the corresponding relationship between the steering wheel angle and the front wheel angle of the vehicle; calculating the target yaw rate according to the actual front wheel angle.

[0009] In one embodiment of the present application, the state information further comprises actual wheel speed and actual tire pressure of each wheel, and the tire burst control method further comprises: for any one of the wheels, when the actual wheel speed thereof satisfies a first tire burst condition and the actual tire pressure thereof satisfies a second tire burst condition, issuing the tire burst signal.

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

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

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

[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 a minimum correction torque and less than or equal to a 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 comprises a target steering direction and an actual steering degree.

[0015] In an embodiment of the present application, the target steering direction is determined according to an actual front wheel steering angle of the vehicle; wherein the state information further comprises an actual steering wheel steering angle, and the actual front wheel steering angle is determined according to the following steps: determining an actual front wheel steering angle corresponding to the actual steering wheel steering angle according to a second mapping relationship established in advance, wherein the second mapping relationship reflects a corresponding relationship between a steering wheel steering angle and a front wheel steering angle of the vehicle; when the actual front wheel steering angle is not greater than a first front wheel steering angle threshold, the target steering direction of the vehicle is left turning; when the actual front wheel steering angle is greater than or equal to the first front wheel steering angle threshold and not greater than a second front wheel steering angle threshold, the target steering direction of the vehicle is straight running; when the actual front wheel steering angle is greater than the second front wheel steering angle threshold, the target steering direction of the vehicle is right turning; and the first front wheel steering angle threshold and the second front wheel steering angle threshold are opposite to each other.

[0016] In an embodiment of the present application, the actual steering degree of the vehicle is determined according to a yaw rate difference value of the vehicle; wherein the yaw rate difference value is obtained by subtracting the target yaw rate from the actual yaw rate; when an absolute value of the yaw rate difference value is not greater than a yaw rate difference threshold, the actual steering degree of the vehicle is normal steering degree; when the absolute value of the yaw rate difference value is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate are in the same direction and the yaw rate difference value is less than zero, the actual steering degree of the vehicle is over-steering degree; and when the absolute value of the yaw rate difference value 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 value is greater than or equal to zero, the actual steering degree of the vehicle is under-steering degree.

[0017] According to yet another aspect of the present application, there is provided a tire burst control device, comprising a vehicle controller and a sensor, wherein the vehicle controller is configured to: acquire state information of a vehicle from the sensor upon receiving a tire burst signal; the state information comprises an actual vehicle speed and an actual yaw rate; calculate an actual base 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 base correction torque and the actual feedback correction torque, and control the vehicle according to the target correction torque.

[0018] In an embodiment of the present application, the vehicle controller calculates an actual base correction torque according to the actual vehicle speed, comprising: determining an actual base correction torque corresponding to the actual vehicle speed according to a first mapping relationship established in advance, wherein the first mapping relationship reflects a corresponding relationship between a vehicle speed and a base correction torque of the vehicle.

[0019] In one embodiment of the present application, the vehicle controller calculates the actual feedback correction torque according to the actual yaw rate, including: calculating a yaw rate difference value according to a difference between the actual yaw rate and a target yaw rate; and performing proportional-integral-derivative adjustment according to the yaw rate difference value to obtain the actual feedback correction torque.

[0020] In one embodiment of the present application, the state information further includes an actual steering wheel angle, and the vehicle controller is further configured to: determine an actual front wheel angle corresponding to the actual steering wheel angle according to a second mapping relationship, wherein the second mapping relationship reflects a corresponding relationship between a steering wheel angle and a front wheel angle of the vehicle; and calculate the target yaw rate according to the actual front wheel angle.

[0021] In one embodiment of the present application, the state information further includes an actual wheel speed and an actual tire pressure of each wheel, and the vehicle controller is further configured to: for any one of the wheels, when the actual wheel speed of the wheel satisfies a first tire burst condition and the actual tire pressure of the wheel satisfies a second tire burst condition, send the tire burst signal.

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

[0023] In one embodiment of the present application, the second tire burst condition includes: the actual tire pressure of the wheel is less than a tire pressure threshold value, or a continuous time length during which a tire pressure difference of the wheel is greater than a tire pressure difference threshold value is greater than a third time length threshold value; wherein for any one of the wheels, the tire pressure difference is a difference between the actual tire pressure of the wheel and a 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 a torque distribution coefficient of each wheel according to a steering state of the vehicle and the tire burst signal, respectively; and outputting a corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel, respectively.

[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 according to an actual front wheel steering angle of the vehicle; wherein the state information further includes an actual steering wheel steering angle, and the actual front wheel steering angle is determined according to the following steps: determining the actual front wheel steering angle corresponding to the actual steering wheel steering angle according to a second mapping relationship pre-established, wherein the second mapping relationship reflects a corresponding relationship between the steering wheel steering angle and the front wheel steering angle of the vehicle; when the actual front wheel steering angle is not greater than a first front wheel steering angle threshold, the target steering direction of the vehicle is left turning; when the actual front wheel steering angle is greater than or equal to the first front wheel steering angle threshold and not greater than a second front wheel steering angle threshold, the target steering direction of the vehicle is straight running; when the actual front wheel steering angle is greater than the second front wheel steering angle threshold, the target steering direction of the vehicle is right turning; the first front wheel steering angle threshold and the second front wheel steering angle threshold are opposite to each other.

[0028] In one embodiment of the present application, the actual steering degree of the vehicle is determined according to a yaw rate difference value of the vehicle; wherein the yaw rate difference value is obtained by subtracting a target yaw rate from an actual yaw rate; when an absolute value of the yaw rate difference value is not greater than a yaw rate difference threshold, the actual steering degree of the vehicle is normal steering degree; when the absolute value of the yaw rate difference value is greater than the yaw rate difference threshold, and the actual yaw rate and the target yaw rate are in the same direction and the yaw rate difference value is less than zero, the actual steering degree of the vehicle is over-steering degree; when the absolute value of the yaw rate difference value 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 value is greater than or equal to zero, the actual steering degree of the vehicle is under-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 still another aspect of the present application, there is provided a vehicle including the tire blowout control device according to any one of the above.

[0031] According to the tire burst control method, device and vehicle, the actual feedback correction torque calculated according to the actual yaw rate is used to feedback and correct the actual basic correction torque calculated according to the actual vehicle speed, so that the target correction torque can avoid the phenomenon that the vehicle offset cannot be completely compensated or is over-compensated, so as to prevent the vehicle from deviating after the tire burst and ensure the stability of the vehicle after the tire burst. BRIEF DESCRIPTION OF DRAWINGS

[0032] The above and other objects, features and advantages of the present application will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings in which like reference characters indicate like elements throughout the figures. The drawings provided in the present application are used to provide further understanding of the present application and form a part of the specification, and are used to explain the present application together with the embodiments of the present application, and do not constitute a limitation of the present application. In the drawings, the same reference numerals generally indicate the same components or steps throughout the figures.

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

[0034] Figure 2 A flow chart of tire burst identification according to an embodiment of the present application is shown.

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

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

[0037] In the following description, numerous specific details are given to provide a thorough understanding of the application. However, it will be apparent that the application can be practiced without one or more of these specific details. In other instances, well-known techniques have not been described in order to not unnecessarily obscure the application.

[0038] It should be understood that the present application can be embodied in different forms without departing from the spirit or central characteristics thereof. Rather, the embodiments are provided so that the disclosure will be thorough and complete, and will fully convey the scope of the application to those skilled in the art. In the drawings, the sizes and relative sizes of layers and regions can be exaggerated for clarity. Identical reference numerals have been used, where possible, to designate identical elements that are common between the figures.

[0039] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting thereof. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising", when used in this specification, specify the presence of stated features, integers, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, operations, elements, components, and / or groups thereof. As used herein the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0040] For a thorough understanding of the present application, reference will be made to the following detailed description, taken in conjunction with the accompanying drawings, in which:

[0041] Embodiment 1

[0042] The following description is made with reference to the accompanying drawings in which: Figure 1 A tire blowout control method according to an embodiment of the present application is described. As shown in FIG. 1, the tire blowout control method 100 can include the following steps: Figure 1

[0043] At step S110, when a tire blowout signal is received, state information of the vehicle is acquired; the state information includes actual vehicle speed and actual yaw rate;

[0044] At step S120, an actual base correction torque is calculated according to the actual vehicle speed;

[0045] At step S130, an actual feedback correction torque is calculated according to the actual yaw rate;

[0046] At step S140, a target correction torque is calculated according to the actual base correction torque and the actual feedback correction torque, and the vehicle is controlled according to the target correction torque.

[0047] ​In the above tire burst control method 100, in addition to calculating the actual basic correction torque for adjusting the wheel torque of the vehicle according to the actual vehicle speed, the actual feedback correction torque for feedback correction of the actual basic correction torque is calculated according to the actual yaw rate of the vehicle, so as to avoid the phenomenon that the actual basic correction torque according to the vehicle speed cannot completely compensate for the deviation of the vehicle or overcompensation. Then, the actual basic correction torque and the actual feedback correction torque are weighted to obtain the target correction torque for actually adjusting the wheel torque of the vehicle, so that the vehicle can be controlled according to the target correction torque, that is, the deviation of the vehicle to the tire burst side caused by the tire burst wheel is compensated or eliminated, the trend of the vehicle deviating to the tire burst side is balanced, and the stability of the vehicle after the tire burst is maintained.

[0048] It should be noted that there is no strict sequence between steps S120 and S130. Step S120 can be performed first and then step S130 can be performed, or step S130 can be performed first and then step S120 can be performed, or both steps can be performed at the same time, and this is not limited.

[0049] According to the tire burst control method 100 of the embodiment of the application, the actual feedback correction torque calculated according to the actual yaw rate is used to feedback correct the actual basic correction torque calculated according to the actual vehicle speed, and the target correction torque obtained can avoid the phenomenon that the actual basic correction torque cannot completely compensate for the deviation of the vehicle or overcompensation, so as to prevent the vehicle from deviating after the tire burst and ensure the stability of the vehicle after the tire burst.

[0050] Moreover, compared with the hydraulic brake system for braking the tire burst vehicle, the response speed and control accuracy of the tire burst control method 100 of the application are more excellent.

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

[0052] For example, a function relationship consistent with the first mapping relationship can be established in advance, and then the actual vehicle speed of the vehicle is substituted into the function relationship to obtain the actual basic correction torque; or, a test calibration can also be performed in advance, and a vehicle speed-basic correction torque table is established according to the test results. The vehicle speed and the basic correction torque in the established vehicle speed-basic correction torque table have a first mapping relationship, and then the actual basic correction torque corresponding to the actual vehicle speed can be obtained by looking up the table; of course, the application does not exclude other ways of calculating the actual basic correction torque according to the actual vehicle speed.

[0053] In some embodiments of this application, the actual feedback correction torque can be calculated based on the actual yaw rate of the vehicle in various ways, and no limitation is imposed on this method.

[0054] For example, the yaw rate difference can be obtained by first subtracting the actual yaw rate from the target yaw rate, and then proportional-integral-derivative (PID) adjustment can be performed based on the yaw rate difference to obtain the actual feedback correction torque.

[0055] The actual base correction torque calculated based on the actual vehicle speed can be used as feedforward control data for the tire blowout control method 100, and the actual feedback correction torque calculated based on the actual yaw rate of the vehicle can be used as feedback control data for the tire blowout control method 100. By using the feedback control data to correct the feedforward 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 this application, the vehicle's state information may further include the vehicle's steering wheel angle, and the target yaw rate may be obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle; and calculating the target yaw rate based on the actual front wheel angle.

[0057] For example, a functional relationship consistent with the second mapping relationship can be established in advance, and then the actual steering wheel angle of the vehicle can be substituted into the functional relationship to obtain the actual front wheel angle; or, 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 found by looking up the table; of course, this application does not exclude other methods of calculating the actual front wheel angle based on the actual steering wheel angle.

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

[0059] For example, the formula for calculating the target's yaw rate can be as follows:

[0060]

[0061] Where, γ ss Let V be the target yaw rate, δ be the front wheel steering angle, and V be the target yaw rate. x Let m be the vehicle speed, m be the sprung mass of the vehicle body, L be the front and rear wheelbase, and l be the distance between the front and rear wheels. f l is the distance from the center of gravity to the front wheelbase.r C is the distance from the center of gravity to the rear wheelbase. f For the front wheel lateral stiffness, C r This is the rear wheel lateral stiffness; it should be noted that because the denominator of the formula includes vehicle speed, it is necessary to perform a zero-prevention process.

[0062] Additionally, it should be noted that the received tire blowout signal can be generated through the tire blowout detection process. There are various methods for tire blowout detection, and no limitation is imposed on them.

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

[0064] It should be noted that existing tire blowout detection methods typically rely on only one dimension, namely, tire pressure, to determine whether a tire blowout has occurred. Compared to existing methods, this embodiment uses both wheel speed and tire pressure information to identify tire blowouts from two dimensions, resulting in higher reliability of the detection results.

[0065] In addition, this embodiment does not have a strict order in determining whether the actual wheel speed meets the first tire blowout condition and whether the actual tire pressure meets the second tire blowout condition. It can determine whether the actual wheel speed meets the first tire blowout condition first and then determine whether the actual tire pressure meets the second tire blowout condition, or determine whether the actual tire pressure meets the second tire blowout condition first and then determine whether the actual wheel speed meets the first tire blowout condition, or both can be determined simultaneously. There is no limitation on this.

[0066] For example, such as Figure 2 As shown, for any given wheel, after obtaining its actual wheel speed and actual tire pressure, a pre-identification can be performed to determine if the actual wheel speed meets the first blowout condition. If the actual wheel speed meets the first blowout condition, it indicates that the wheel may have blown out. Then, the actual tire pressure can be further identified to determine if it meets the second blowout condition. If the actual tire pressure meets the second blowout condition, it can be confirmed that the tire has blown out, and a blowout signal can be issued. If the actual wheel speed does not meet the first blowout condition, a new actual wheel speed can be obtained for re-pre-identification; similarly, if the actual tire pressure does not meet the second blowout condition, a new actual tire pressure can be obtained for re-identification.

[0067] In some embodiments of this application, the first tire blowout condition includes: the wheel speed difference of the 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 continuous duration of the deviation threshold and greater than the second duration 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 other wheels.

[0068] Taking a vehicle with four wheels—left front wheel (FL), right front wheel (FR), left rear wheel (RL), and right rear wheel (RR)—as an example, determining whether the left front wheel has blown out can include the following steps:

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

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

[0071] The calculation process can be as follows:

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

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

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

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

[0076] Therefore, it can be concluded that there is an abnormality in the wheel speed of the left front wheel;

[0077] If the left front wheel does not meet the above conditions, you can return to step S201 to obtain the actual wheel speed again;

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

[0079] The calculation process can be as follows:

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

[0081] Wheel speed difference 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] Wheel speed difference 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 the following conditions:

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

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

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

[0087] It can be concluded 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 blowout;

[0088] If the left front wheel does not meet the above conditions, you can 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 can be determined according to the actual situation and are not limited thereto.

[0090] Similarly, the right front wheel, left rear wheel, and right rear wheel can be identified separately to determine whether the actual wheel speeds of the right front wheel, left rear wheel, and right rear wheel meet the first tire blowout condition, thereby determining whether the right front wheel, left rear wheel, and right rear wheel may blow out.

[0091] In some embodiments of this 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 duration greater than a third duration threshold; wherein, for any wheel, the tire pressure difference is the difference between the actual tire pressure and the standard tire pressure of this wheel.

[0092] Using the vehicle with four wheels (left front wheel (FL), right front wheel (FR), left rear wheel (RL), and right rear wheel (RR)) as an example, if the actual wheel speed of the left front wheel meets the first blowout condition, it can be further determined whether the actual tire pressure of the left front wheel meets the second blowout condition. Determining whether the actual tire pressure of the left front wheel meets the second blowout condition can 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 any abnormality;

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

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

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

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

[0098] Then it can be determined that the actual tire pressure of the left front wheel is also abnormal, and the left front wheel has blown out, so a blowout signal can be issued to indicate that the left front wheel has blown out;

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

[0100] The specific values ​​of the tire pressure threshold and the third duration threshold can be determined according to the actual situation, and no limit is imposed on them.

[0101] Similarly, when the actual wheel speeds of the right front wheel, left rear wheel, and right rear wheel meet the first tire blowout condition, it is also possible to further determine whether the actual tire pressures of the right front wheel, left rear wheel, and right rear wheel meet the second tire blowout condition, thereby determining whether the right front wheel, left rear wheel, and right rear wheel have blown out.

[0102] It should be noted that the above example only uses a vehicle with four wheels. For some large vehicles, such as buses, trucks, and large pickup trucks, there may be six, eight, ten, or more wheels. The method described above can also be used to determine whether a tire blowout has occurred, and there is no limitation on this.

[0103] It is understood that after receiving a tire blowout signal, the corresponding target correction torque can be calculated according to the tire blowout control method 100 of this application, and the vehicle can be controlled according to the target correction torque to avoid the vehicle body from yawing.

[0104] In some embodiments of this application, controlling the vehicle based on the target correction torque includes: determining the torque distribution coefficient of each wheel based on the vehicle's steering state and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel based on the target correction torque and the torque distribution coefficient of each wheel.

[0105] The vehicle's steering status can include the vehicle's target steering direction and the actual degree of steering.

[0106] In one example, the target steering direction of the vehicle can be determined based on the actual front wheel angle. The vehicle state information obtained in step S110 may also include the vehicle's steering wheel angle. The actual front wheel angle is obtained through the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, where the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle. The specific process can be found in the description 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 based on the actual front wheel steering angle, for example:

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

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

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

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

[0112] In one example, the actual steering degree of the vehicle can be determined based on the difference in the vehicle's yaw rate. This difference in yaw rate is obtained by subtracting the vehicle's actual yaw rate from its target yaw rate. The actual yaw rate can be obtained from the vehicle's state information acquired in step S110, and the target yaw rate can be calculated using the method described above, which will not be repeated here.

[0113] After determining the yaw rate difference of the vehicle, the actual degree of steering of the vehicle can be judged by the yaw rate difference, 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 considered 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 are in the same direction and the yaw rate difference is less than zero, the actual steering degree of the vehicle is considered 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.

[0117] The specific value of the yaw rate difference threshold can be determined according to the actual situation and is not limited thereto.

[0118] For example, such as Figure 3As shown, when controlling the vehicle according to the target correction torque, the actual yaw rate and actual steering wheel angle of the vehicle can be acquired first. Then, the target steering direction of the vehicle can be determined based on the acquired state information, and the torque distribution control module to be activated can be determined accordingly. For example, if the vehicle is turning left, the left-turn torque distribution control module can be activated; if the vehicle is turning straight, the straight-ahead torque distribution control module can be activated; and if the vehicle is turning right, the right-turn torque distribution control module can be activated. Next, the tire blowout signal can be used to determine the tire blowout situation and the location of the blown wheel. Then, the actual steering degree of the vehicle can be determined based on the acquired state information. Finally, based on the tire blowout signal and the vehicle's steering state, the torque distribution coefficient of each wheel can be determined, 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 actual correction torque can be calculated as follows:

[0120] The actual corrected torque T of the left front wheel fl = Target corrected torque * Torque distribution coefficient of the left front wheel;

[0121] The actual corrected torque T of the right front wheel fr = Target corrected torque * Torque distribution coefficient of the right front wheel;

[0122] The actual corrected torque T of the left rear wheel rl = Target corrected torque * Torque distribution coefficient of the left rear wheel;

[0123] The actual corrected torque T of the right rear wheel rr = Target corrected torque * Torque distribution coefficient of the right rear wheel.

[0124] Taking a case where the left front tire blows out and the vehicle's actual steering degree is insufficient as an example, when distributing the target corrective torque, the torque distribution coefficient of the left front tire is zero. Therefore, the target corrective torque can be distributed to the other three wheels. Furthermore, since the torque distribution coefficient of the left rear tire is larger, the proportion of the target corrective torque distributed to the left rear tire is even higher.

[0125] In one example, to avoid distributing the actual corrective torque to a particular wheel too large or too small, after obtaining the product of the target corrective torque and the torque distribution coefficient, the product can be judged. When the product meets a certain range, the actual corrective torque is equal to the product. When the product does not meet a certain range, the actual corrective torque can be set to the maximum or minimum value of the range.

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

[0127] Example 2

[0128] According to another aspect of this application, a tire blowout control device is also provided. For example... Figure 4 As shown, the tire blowout control device 400 includes a sensor 410 and a vehicle controller 420. The vehicle controller 420 is used to: acquire vehicle status information from the sensor 410 when a tire blowout signal is received; the status information includes the actual vehicle speed and the actual yaw rate; calculate the actual base correction torque based on the actual vehicle speed; calculate the actual feedback correction torque based on the actual yaw rate; calculate the target correction torque by weighting the actual base correction torque and the actual feedback correction torque; and control the vehicle based on the target correction torque.

[0129] The tire blowout control device 400, in addition to calculating the actual base correction torque for adjusting the torque of the vehicle's wheels based on the vehicle's actual speed, also calculates the actual feedback correction torque for correcting the actual base correction torque based on the vehicle's actual yaw rate to avoid the actual base correction torque from being unable to fully compensate for the vehicle's deviation or being over-compensated. Then, the actual base correction torque and the actual feedback correction torque are weighted and calculated to obtain the target correction torque that is truly used to adjust the torque of the vehicle's wheels. Thus, the vehicle can be controlled according to the target correction torque, that is, to compensate for or eliminate the vehicle's deviation towards the blowout side caused by the blowout tire, balance the tendency of the vehicle to deviate towards the blowout side, and maintain the stability of the vehicle after the blowout.

[0130] It should be noted that the vehicle controller 420 does not have a strict order in calculating the actual base correction torque and the actual feedback correction torque. It can calculate the actual base correction torque first and then the actual feedback correction torque, or it can calculate the actual feedback correction torque first and then the actual base correction torque, or the two can be performed simultaneously. There is no limitation on this.

[0131] According to the embodiment of this application, the tire blowout control device 400 corrects the actual basic correction torque calculated based on the actual vehicle speed by using the actual feedback correction torque calculated based on the actual yaw rate. The obtained target correction torque can avoid the phenomenon of not being able to fully compensate for the vehicle's deviation or over-compensation, so as to prevent the vehicle from deviating after a tire blowout and ensure the stability of the vehicle after a tire blowout.

[0132] Moreover, compared with hydraulic braking systems for braking vehicles with blowouts, the blowout control device 400 of this application has superior response speed and control precision.

[0133] In one example, such as Figure 4 As shown, the sensor 410 may include a vehicle speed sensor and a yaw rate sensor disposed on the vehicle, so that the actual vehicle speed can be obtained through the vehicle speed sensor and the actual yaw rate of the vehicle can be obtained through the yaw rate sensor.

[0134] In one example, the vehicle controller 420 may include a vehicle MCU (Micro Controller Unit) or an on-board host, etc., without limitation.

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

[0136] For example, 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; or, 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 found by looking up the table; of course, this application does not exclude other ways of calculating the actual basic correction torque based on the actual vehicle speed.

[0137] In some embodiments of this application, the vehicle controller 420 may calculate the actual feedback correction torque based on the actual yaw rate of the vehicle in various ways, without limitation.

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

[0139] The actual basic correction torque calculated based on 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 based on the actual yaw rate of the vehicle can be used as the feedback control data of the tire blowout control device 400. By using the feedback control data to correct the feedforward 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 this application, such as Figure 4 As shown, sensor 410 may further include a steering wheel angle sensor 410 disposed on the steering wheel, through which the steering wheel angle of the vehicle can be collected. Therefore, the vehicle state information acquired by vehicle controller 420 may also include the vehicle's steering wheel angle, and the target yaw rate can be obtained by vehicle controller 420 according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle; calculating the target yaw rate based on the actual front wheel angle.

[0141] For example, a functional relationship consistent with the second mapping relationship can be established in advance, and then the actual steering wheel angle of the vehicle can be substituted into the functional relationship to obtain the actual front wheel angle; or, 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 found by looking up the table; of course, this application does not exclude other methods of calculating the actual front wheel angle based on the actual steering wheel angle.

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

[0143] For example, the formula for calculating the target's yaw rate can be as follows:

[0144]

[0145] Where, γ ss Let V be the target yaw rate, δ be the front wheel steering angle, and V be the target yaw rate. x Let m be the vehicle speed, m be the sprung mass of the vehicle body, L be the front and rear wheelbase, and l be the distance between the front and rear wheels. f l is the distance from the center of gravity to the front wheelbase. r C is the distance from the center of gravity to the rear wheelbase. f For the front wheel lateral stiffness, C rThis is the rear wheel lateral stiffness; it should be noted that because the denominator of the formula includes vehicle speed, it is necessary to perform a zero-prevention process.

[0146] Additionally, it should be noted that the tire blowout signal received by the vehicle controller 420 can be generated through the tire blowout identification process. There are various methods for tire blowout identification, and no limitation is imposed on them.

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

[0148] It should be noted that existing tire blowout detection methods typically rely on only one dimension, namely, tire pressure, to determine whether a tire blowout has occurred. Compared to existing methods, this embodiment uses both wheel speed and tire pressure information to identify tire blowouts from two dimensions, resulting in higher reliability of the detection results.

[0149] In addition, this embodiment does not have a strict order in determining whether the actual wheel speed meets the first tire blowout condition and whether the actual tire pressure meets the second tire blowout condition. It can determine whether the actual wheel speed meets the first tire blowout condition first and then determine whether the actual tire pressure meets the second tire blowout condition, or determine whether the actual tire pressure meets the second tire blowout condition first and then determine whether the actual wheel speed meets the first tire blowout condition, or both can be determined simultaneously. There is no limitation on this.

[0150] For example, such as Figure 2 As shown, for any given wheel, after obtaining its actual wheel speed and actual tire pressure, a pre-identification can be performed to determine if the actual wheel speed meets the first blowout condition. If the actual wheel speed meets the first blowout condition, it indicates that the wheel may have blown out. Then, the actual tire pressure can be further identified to determine if it meets the second blowout condition. If the actual tire pressure meets the second blowout condition, it can be confirmed that the tire has blown out, and a blowout signal can be issued. If the actual wheel speed does not meet the first blowout condition, a new actual wheel speed can be obtained for re-pre-identification; similarly, if the actual tire pressure does not meet the second blowout condition, a new actual tire pressure can be obtained for re-identification.

[0151] In some embodiments of this application, the first tire blowout condition includes: the wheel speed difference of the 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 continuous duration of the deviation threshold and greater than the second duration 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 other wheels.

[0152] Taking a vehicle with four wheels—left front wheel (FL), right front wheel (FR), left rear wheel (RL), and right rear wheel (RR)—as an example, to identify whether the left front wheel has blown out, the vehicle controller 420 may determine whether the actual wheel speed of the left front wheel meets the first blowout condition by including the following steps:

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

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

[0155] The calculation process can be as follows:

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

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

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

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

[0160] Therefore, it can be concluded that there is an abnormality in the wheel speed of the left front wheel;

[0161] If the left front wheel does not meet the above conditions, you can return to step S201 to obtain the actual wheel speed again;

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

[0163] The calculation process can be as follows:

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

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

[0166] Wheel speed difference 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 the following conditions:

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

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

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

[0171] It can be concluded 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 blowout;

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

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

[0174] Similarly, the right front wheel, left rear wheel, and right rear wheel can be identified separately to determine whether the actual wheel speeds of the right front wheel, left rear wheel, and right rear wheel meet the first tire blowout condition, thereby determining whether the right front wheel, left rear wheel, and right rear wheel may blow out.

[0175] In some embodiments of this 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 duration greater than a third duration threshold; wherein, for any wheel, the tire pressure difference is the difference between the actual tire pressure and the standard tire pressure of this wheel.

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

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

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

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

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

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

[0182] Then it can be determined that the actual tire pressure of the left front wheel is also abnormal, and the left front wheel has blown out, so a blowout signal can be issued to indicate that the left front wheel has blown out;

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

[0184] The specific values ​​of the tire pressure threshold and the third duration threshold can be determined according to the actual situation, and no limit is imposed on them.

[0185] Similarly, when the actual wheel speeds of the right front wheel, left rear wheel, and right rear wheel meet the first tire blowout condition, it is also possible to further determine whether the actual tire pressures of the right front wheel, left rear wheel, and right rear wheel meet the second tire blowout condition, thereby determining whether the right front wheel, left rear wheel, and right rear wheel have blown out.

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

[0187] It is understandable that after receiving a tire blowout signal, the vehicle controller 420 can calculate the corresponding target correction torque based on the acquired vehicle status information, and then control the vehicle according to the target correction torque to avoid the vehicle body from yawing.

[0188] In some embodiments of this 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 vehicle's steering state and the tire blowout signal; and outputting the corresponding actual correction torque to each wheel according to the target correction torque and the torque distribution coefficient of each wheel.

[0189] The vehicle's steering status can include the vehicle's target steering direction and the actual degree of steering.

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

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

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

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

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

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

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

[0197] After determining the yaw rate difference of the vehicle, the vehicle controller 420 can use the yaw rate difference to determine the actual degree of steering 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 considered 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 are in the same direction and the yaw rate difference is less than zero, the actual steering degree of the vehicle is considered 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.

[0201] The specific value of the yaw rate difference threshold can be determined according to the actual situation and is not limited thereto.

[0202] like Figure 3As shown, when controlling the vehicle according to the target correction torque, the actual yaw rate and actual steering wheel angle of the vehicle can be acquired first. Then, the target steering direction of the vehicle can be determined based on the acquired state information, and the torque distribution control module to be activated can be determined accordingly. For example, if the vehicle is turning left, the left-turn torque distribution control module can be activated; if the vehicle is turning straight, the straight-ahead torque distribution control module can be activated; and if the vehicle is turning right, the right-turn torque distribution control module can be activated. Next, the tire blowout signal can be used to determine the tire blowout situation and the location of the blown wheel. Then, the actual steering degree of the vehicle can be determined based on the acquired state information. Finally, based on the tire blowout signal and the vehicle's steering state, the torque distribution coefficient of each wheel can be determined, 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, such as 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 control unit (MCU). Specifically, for each wheel, there may be a corresponding motor controller for controlling it, thereby outputting actual corrective torque to the corresponding wheel through each motor controller.

[0204] For example, the actual correction torque can be calculated as follows:

[0205] The actual corrected torque T of the left front wheel fl = Target corrected torque * Torque distribution coefficient of the left front wheel;

[0206] The actual corrected torque T of the right front wheel fr = Target corrected torque * Torque distribution coefficient of the right front wheel;

[0207] The actual corrected torque T of the left rear wheel rl = Target corrected torque * Torque distribution coefficient of the left rear wheel;

[0208] The actual corrected torque T of the right rear wheel rr = Target corrected torque * Torque distribution coefficient of the right rear wheel.

[0209] Taking a case where the left front tire blows out and the vehicle's actual steering degree is insufficient as an example, when distributing the target corrective torque, the torque distribution coefficient of the left front tire is zero. Therefore, the target corrective torque can be distributed to the other three wheels. Furthermore, since the torque distribution coefficient of the left rear tire is larger, the proportion of the target corrective torque distributed to the left rear tire is even higher.

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

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

[0212] Example 3

[0213] According to another aspect of this application, a vehicle is also provided. The vehicle includes a tire blowout control device.

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

[0215] Based on the above description, the tire blowout control method, device and vehicle according to the embodiments of this application correct the actual basic correction torque calculated based on the actual vehicle speed by using the actual feedback correction torque calculated based on the actual yaw rate to correct the deviation. The obtained target correction torque can avoid the phenomenon of not being able to fully compensate for the vehicle's deviation or over-compensation, so as to prevent the vehicle from deviating after a tire blowout and ensure the stability of the vehicle after a tire blowout.

[0216] Moreover, compared with hydraulic braking systems for braking vehicles with blowouts, this application offers superior response speed and control precision.

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

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

[0219] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of this 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 are illustrative of this application and not limiting of it, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

Claims

1. A method for controlling tire blowout, characterized in that, The tire blowout control method includes: Upon receiving a tire blowout signal, the vehicle's status information is acquired; the status information includes the actual vehicle speed and the actual yaw rate. Calculate the actual base correction torque based on the actual vehicle speed; Calculate the actual feedback correction torque based on the actual yaw rate; The target correction torque is calculated by weighting the actual base correction torque and the actual feedback correction torque, and the vehicle is controlled according to the target correction torque. The step of controlling the vehicle based on the target corrected torque includes: The torque distribution coefficient for each wheel is determined based on the vehicle's steering state and the tire blowout signal. Based on the target corrected torque and the torque distribution coefficient of each wheel, the corresponding actual corrected torque is output to each wheel respectively; The vehicle's steering state includes a target steering direction, which is determined based on the vehicle's actual front wheel steering angle; The status information also includes the actual steering wheel angle, which is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle; When the actual front wheel angle is not greater than the first front wheel angle threshold, the target steering direction of the vehicle is left turn; When the actual front wheel steering angle is greater than or equal to the first front wheel steering angle threshold and not greater than the second front wheel steering angle threshold, the target steering direction of the vehicle is straight. When the actual front wheel angle is greater than the second front wheel angle threshold, the target steering direction of the vehicle is to turn right; the first front wheel angle threshold and the second front wheel angle threshold are opposites of each other.

2. The tire blowout control method as described in claim 1, characterized in that, The calculation of the actual base correction torque based on the actual vehicle speed includes: The actual base 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 correspondence between the vehicle speed and the base correction torque.

3. The tire blowout control method as described in claim 1, characterized in that, The step of calculating the actual feedback correction torque based on the actual yaw rate includes: The difference in yaw rate is obtained by subtracting the actual yaw rate from the target yaw rate. The actual feedback correction torque is obtained by performing proportional-integral-derivative adjustment based on the yaw rate difference.

4. The tire blowout control method as described in claim 3, characterized in that, The status information also includes the actual steering wheel angle, and the target yaw rate is obtained according to the following steps: The actual front wheel angle corresponding to the actual steering wheel angle is determined 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; The target yaw rate is calculated based on the actual front wheel steering angle.

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

6. The tire blowout control method as described in claim 5, characterized in that, The first tire blowout conditions include: The duration for which the wheel speed difference is greater than the wheel speed difference threshold is greater than the first duration threshold, and The wheel speed difference of the 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 continuous duration of the deviation threshold, which is greater than the second duration 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 other wheels.

7. The tire blowout control method as described in claim 5, characterized in that, The second condition for a tire blowout 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 duration that is greater than the third duration threshold. Wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure and the standard tire pressure of this wheel.

8. The tire blowout control method as described in claim 1, characterized in that, When the product of the target corrected torque and the torque distribution coefficient is greater than or equal to the minimum corrected torque and less than or equal to the maximum corrected torque, the actual corrected torque is the product of the target corrected torque and the torque distribution coefficient. When the product of the target corrected torque and the torque distribution coefficient is less than the minimum corrected torque or greater than the maximum corrected torque, the actual corrected torque is the maximum corrected torque or the minimum corrected torque.

9. The tire blowout control method as described in claim 1, characterized in that, The vehicle's steering status includes the actual degree of steering.

10. The tire blowout control method as described in claim 9, characterized in that, The actual steering degree of the vehicle is determined based on the difference in the vehicle's yaw rate. The difference in yaw rate 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 considered normal. 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 the same direction, and the yaw rate difference is less than zero, the actual steering degree of the vehicle is oversteering. 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.

11. A tire blowout control device, characterized in that, The tire blowout control device includes a vehicle controller and sensors, wherein: The vehicle controller is used for: Upon receiving a tire blowout signal, the vehicle's status information is obtained from the sensor; the status information includes the actual vehicle speed and the actual yaw rate. Calculate the actual base correction torque based on the actual vehicle speed; Calculate the actual feedback correction torque based on the actual yaw rate; The target correction torque is calculated by weighting the actual base correction torque and the actual feedback correction torque, and the vehicle is controlled according to the target correction torque. The vehicle controller controls the vehicle based on the target corrected torque, including: The torque distribution coefficient for each wheel is determined based on the vehicle's steering state and the tire blowout signal. Based on the target corrected torque and the torque distribution coefficient of each wheel, the corresponding actual corrected torque is output to each wheel respectively; The vehicle's steering state includes a target steering direction, which is determined based on the vehicle's actual front wheel steering angle; The status information also includes the actual steering wheel angle, which is obtained according to the following steps: determining the actual front wheel angle corresponding to the actual steering wheel angle based on a pre-established second mapping relationship, wherein the second mapping relationship reflects the correspondence between the vehicle's steering wheel angle and the front wheel angle; When the actual front wheel angle is not greater than the first front wheel angle threshold, the target steering direction of the vehicle is left turn; When the actual front wheel steering angle is greater than or equal to the first front wheel steering angle threshold and not greater than the second front wheel steering angle threshold, the target steering direction of the vehicle is straight. When the actual front wheel angle is greater than the second front wheel angle threshold, the target steering direction of the vehicle is to turn right; the first front wheel angle threshold and the second front wheel angle threshold are opposites of each other.

12. The tire blowout control device as described in claim 11, characterized in that, The vehicle controller calculates the actual base correction torque based on the actual vehicle speed, including: The actual base 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 correspondence between the vehicle speed and the base correction torque.

13. The tire blowout control device as described in claim 11, characterized in that, The vehicle controller calculates the actual feedback correction torque based on the actual yaw rate, including: The difference in yaw rate is obtained by subtracting the actual yaw rate from the target yaw rate. The actual feedback correction torque is obtained by performing proportional-integral-derivative adjustment based on the yaw rate difference.

14. The tire blowout control device as described in claim 13, characterized in that, The status information also includes the actual steering wheel angle, and the vehicle controller is further used for: The actual front wheel angle corresponding to the actual steering wheel angle is determined 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; The target yaw rate is calculated based on the actual front wheel steering angle.

15. The tire blowout control device as described in claim 11, characterized in that, The status information also includes the actual wheel speed and actual tire pressure of each wheel, and the vehicle controller is further used for: For any one of the wheels, a blowout signal is issued when its actual wheel speed meets the first blowout condition and its actual tire pressure meets the second blowout condition.

16. The tire blowout control device as described in claim 15, characterized in that, The first tire blowout conditions include: The duration for which the wheel speed difference is greater than the wheel speed difference threshold is greater than the first duration threshold, and The wheel speed difference of the 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 continuous duration of the deviation threshold, which is greater than the second duration 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 other wheels.

17. The tire blowout control device as described in claim 15, characterized in that, The second condition for a tire blowout 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 duration that is greater than the third duration threshold. Wherein, for any one of the wheels, the tire pressure difference is the difference between the actual tire pressure and the standard tire pressure of this wheel.

18. The tire blowout control device as described in claim 11, characterized in that, When the product of the target corrected torque and the torque distribution coefficient is greater than or equal to the minimum corrected torque and less than or equal to the maximum corrected torque, the actual corrected torque is the product of the target corrected torque and the torque distribution coefficient. When the product of the target corrected torque and the torque distribution coefficient is less than the minimum corrected torque or greater than the maximum corrected torque, the actual corrected torque is the maximum corrected torque or the minimum corrected torque.

19. The tire blowout control device as described in claim 11, characterized in that, The vehicle's steering status includes the actual degree of steering.

20. The tire blowout control device as described in claim 19, characterized in that, The actual steering degree of the vehicle is determined based on the difference in the vehicle's yaw rate. The difference in yaw rate 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 considered normal. 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 the same direction, and the yaw rate difference is less than zero, the actual steering degree of the vehicle is oversteering. 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.

21. The tire blowout control device as described in any one of claims 11 to 20, characterized in that, The vehicle controller includes motor controllers for controlling each wheel of the vehicle.

22. A vehicle, characterized in that, The vehicle includes a tire blowout control device as described in any one of claims 11 to 21.

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