Vehicle control method and device and vehicle

Abstract

The embodiment of the invention provides a vehicle control method and device and a vehicle. In the method, based on the tire pressure, the wheel speed and the IMU signal of the vehicle, whether the vehicle has a flat tire is determined. And after it is determined that the tire of the vehicle is punctured, stability control is conducted on the vehicle with the punctured tire according to the actual configuration of the whole vehicle, the position of the wheel with the punctured tire and the preset execution sequence of a vehicle stability control system. Through the method, more comprehensive and more accurate vehicle state information is provided based on the synergistic effect of the multi-sensor fusion-based tire burst monitoring and multi-stability control system and mutual complementation and verification of multi-sensor data, the probability of false alarm and missing alarm is reduced, and the accuracy and reliability of tire burst identification are improved; and through the coordination effect of various control systems, the vehicle can quickly recover to a stable state after tire burst. The defects of a traditional vehicle safety system in the aspects of tire burst event recognition and control are effectively overcome, and the safety and stability of the vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and in particular to a vehicle control method, device and vehicle. Background Art

[0002] A tire blowout is a major safety hazard when driving at high speeds, which may cause the vehicle to lose control, roll over, or even cause a serious traffic accident. Therefore, the development of an effective tire blowout monitoring and control system is of great significance to reducing traffic accidents and ensuring driving safety.

[0003] Existing tire blowout monitoring technologies use tire pressure sensors to identify tire blowouts, and modify the vehicle's motion trajectory based on the tire blowout suppression bias to ensure that the vehicle drives along a safe trajectory, or use a controller to control the jet to spray along the vehicle height direction to adjust the vehicle chassis height and avoid body roll. Most of them rely on only a single sensor for monitoring, and the response measures after a tire blowout are relatively simple.

[0004] In summary, the existing tire blowout monitoring and control technologies are difficult to fully and effectively ensure vehicle stability and safety. Providing a multi-sensor fusion tire blowout monitoring and multi-control system coordinated stability control method is a technical problem that needs to be solved urgently. Summary of the invention

[0005] The embodiments of the present application provide a vehicle control method, device and vehicle to solve the problem that existing tire blowout monitoring and control technologies are difficult to fully and effectively ensure vehicle stability and safety, and provide a multi-sensor fusion tire blowout monitoring and multi-control system coordinated stability control method.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method, including:

[0007] Determining whether the vehicle has a tire blowout based on the tire pressure, wheel speed, and inertial measurement unit (IMU) signal of the vehicle;

[0008] After determining that the vehicle has a tire blowout, determining the execution order of at least two control systems for vehicle stability control according to the position of the tire blowout wheel;

[0009] According to the execution order, the vehicle stability is controlled by the at least two control systems.

[0010] In a possible implementation manner, determining whether the vehicle has a tire blowout based on the tire pressure, wheel speed, and IMU signal of the vehicle includes:

[0011] For each wheel of the vehicle, if the tire pressure change rate of the wheel is greater than a preset tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than a preset wheel speed change rate threshold, it is determined that the wheel has a tire blowout.

[0012] In a possible implementation, the method further includes:

[0013] If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold, and the wheel speed change rate of the wheel is less than or equal to the wheel speed change rate threshold, determining whether the wheel has a tire blowout risk based on the tire pressure change rate of the wheel and the IMU signal;

[0014] If the tire pressure change rate of the wheel is less than or equal to the tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold, determining whether the wheel has a tire blowout risk according to the wheel speed change rate of the wheel and the IMU signal;

[0015] When it is determined that the wheel has a risk of tire blowout, a tire blowout warning message is pushed.

[0016] In a possible implementation manner, the step of determining the execution order of at least two control systems for vehicle stability control according to the position of the tire burst wheel includes:

[0017] Determining at least two control systems that can be used for vehicle stability control according to the vehicle configuration and the position of the tire-bursting wheel;

[0018] The execution order of the at least two control systems is determined according to the position of the wheel with the tire burst and a preset system execution order.

[0019] In a possible implementation, the system executes a sequence including:

[0020] When the front tire bursts, stability control is executed in the order of rear wheel steering, suspension system, driving force control and braking force control;

[0021] When a rear tire blew out, stability control was executed in the order of front wheel steering, suspension system, driving force control, and braking force control.

[0022] In a possible implementation manner, controlling the stability of the vehicle by the at least two control systems according to the execution order includes:

[0023] If the vehicle does not reach a stable state after any of the at least two control systems are executed according to the execution sequence, activating the next control system to continue stability control;

[0024] If the vehicle has reached a stable state after any one of the at least two control systems is executed according to the execution sequence, the vehicle stability control is terminated.

[0025] In a possible implementation manner, determining whether the wheel has a tire blowout risk according to the tire pressure change rate of the wheel and the IMU signal includes:

[0026] If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold and the IMU signal is abnormal, it is determined that the wheel has a risk of tire blowout;

[0027] Otherwise, it is determined that the wheel has no risk of tire blowout.

[0028] In a possible implementation manner, determining whether the wheel has a tire blowout risk according to the wheel speed change rate and the IMU signal of the wheel includes:

[0029] If the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold and the IMU signal is abnormal, it is determined that the wheel has a risk of tire blowout;

[0030] Otherwise, it is determined that the wheel has no risk of tire blowout.

[0031] In a second aspect, an embodiment of the present application provides a control device for a vehicle, comprising:

[0032] A first processing module, configured to determine whether the vehicle has a tire blowout based on the tire pressure, wheel speed, and an inertial measurement unit (IMU) signal of the vehicle;

[0033] A second processing module is used to determine the execution order of at least two control systems for vehicle stability control according to the position of the tire-bursting wheel after determining that the vehicle has a tire burst;

[0034] A third processing module is used to control the stability of the vehicle through the at least two control systems according to the execution order.

[0035] In a third aspect, an embodiment of the present application provides a controller, including: a memory, a processor;

[0036] The memory stores computer-executable instructions;

[0037] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0038] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising: a controller as described in the third aspect.

[0039] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0040] The vehicle control method, device and vehicle provided in the embodiment of the present application, in this scheme, is based on the data signals of the inertial measurement unit equipped on the vehicle and the tire pressure sensor and wheel speed sensor equipped on each wheel, that is, based on the tire pressure, wheel speed and IMU signal of the vehicle, to determine whether the vehicle has a tire blowout. After determining that the vehicle has a tire blowout, the stability of the vehicle with the tire blowout is controlled according to the position of the tire blowout wheel and the execution order of the preset vehicle stability control system. Through the above method, the tire blowout monitoring based on multi-sensor fusion and the multi-stability control system work together to achieve all-round and multi-angle real-time monitoring of the vehicle status, and improve the accuracy and reliability of tire blowout identification; adaptively through the coordination of multiple control systems, the vehicle can quickly return to a stable state after a tire blowout occurs. It effectively solves the shortcomings of traditional vehicle safety systems in the identification and control of tire blowout events, and improves the safety and stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0042] Figure 1 A flow chart of a vehicle control method provided in this application Figure 1 ;

[0043] Figure 2 A flow chart of a vehicle control method provided in this application Figure 2 ;

[0044] Figure 3 A flow chart of a vehicle control method provided in this application Figure 3 ;

[0045] Figure 4 An overall architecture diagram of a vehicle control method provided by the present application;

[0046] Figure 5 A schematic diagram of the structure of a vehicle control device provided in the present application;

[0047] Figure 6 A schematic diagram of the structure of a controller provided in this application.

[0048] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0049] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0050] Before introducing the embodiments of the present application, the application background of the embodiments of the present application is explained first:

[0051] Vehicle tire blowout is a major safety hazard during high-speed driving. The tire suddenly loses air and becomes deflated in a very short time (generally less than 0.1 seconds). Relevant statistics show that 10% of traffic accidents on highways are caused by tire failure, and tire blowout accounts for more than 70% of the total number of accidents caused by tire failure. The main causes of vehicle tire blowouts include tire aging, damage, insufficient or excessive air pressure, overload and high temperature. Tire blowouts may cause the vehicle to lose control, roll over, and even cause serious traffic accidents, resulting in casualties. Therefore, the development of an effective tire blowout monitoring and control system is of great significance to reducing traffic accidents and ensuring driving safety.

[0052] The existing tire blowout monitoring technology uses tire pressure sensors to identify tire blowouts, and then corrects the vehicle's motion trajectory based on the tire blowout suppression bias to ensure that the vehicle travels along a safe trajectory; or controls the jet to spray along the height direction of the vehicle body through a controller to adjust the vehicle chassis height, avoid body roll, and maintain vehicle driving stability, solving the problem of tire unbending and wheel hub grounding that may occur after a tire blowout. The tire pressure sensor measures the air pressure changes inside the tire. When the sensor detects that the air pressure drops rapidly to a certain critical value, the system will determine that a tire blowout has occurred. However, the tire pressure sensor may be affected by the external environment, such as temperature changes, sensor failure, etc. Once the tire pressure sensor fails or data transmission is delayed, it will lead to misjudgment and missed judgment or failure to timely warn of the risk of tire blowout. In addition, the tire pressure sensor can only monitor the changes in air pressure, and cannot provide effective judgment for other factors that may cause tire blowouts, such as physical damage and aging of the tire. The countermeasures after a tire blowout mainly rely on the vehicle's electronic control unit and sensor data, and its effectiveness depends to a certain extent on the road conditions and the driver's reaction speed. This tire blowout monitoring technology, which only relies on a single sensor or a small number of sensors for monitoring and has relatively simple response measures after a tire blowout, cannot fully and effectively guarantee the stability and safety of the vehicle. A more comprehensive and diversified solution is urgently needed to improve the overall safety performance of the vehicle.

[0053] In summary, the existing tire blowout monitoring technology is difficult to fully guarantee the stability and safe driving of the vehicle. Providing a multi-sensor fusion tire blowout monitoring and multi-control system coordinated stability control method is a technical problem that needs to be solved urgently.

[0054] Based on the above technical problems, the inventors found that the method for comprehensively identifying tire blowouts based on tire pressure sensors, wheel speed sensors and inertial measurement units (IMUs) effectively reduced the misjudgment rate and missed judgment rate in the process of studying vehicle tire blowout monitoring and vehicle stability control after tire blowout. According to the tire blowout identification results and different vehicle models and driving conditions, the vehicle's stability and controllability are maintained through the coordinated action of multiple control systems such as vehicle braking, driving, steering and suspension, ensuring that tire blowouts can be effectively dealt with in various situations. Based on this, the present application provides a vehicle control method, device and vehicle, which determines whether a vehicle has a tire blowout based on the data signals of the inertial measurement unit equipped on the vehicle and the tire pressure sensor and wheel speed sensor equipped on each wheel, that is, based on the tire pressure, wheel speed and IMU signal of the vehicle. After determining that the vehicle has a tire blowout, the stability of the tire blowout vehicle is controlled according to the position of the tire blowout wheel and the execution order of the preset vehicle stability control system. The deficiencies of traditional vehicle safety systems in the identification and control of tire blowout events are effectively solved, and the safety and stability of the vehicle are improved.

[0055] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0056] Figure 1 A flow chart of a vehicle control method provided in this application Figure 1 ,like Figure 1 As shown, the vehicle control method provided in this embodiment specifically includes:

[0057] S101: Determine whether the vehicle has a tire blowout based on the tire pressure, wheel speed, and inertial measurement unit (IMU) signal of the vehicle.

[0058] In modern vehicles with four wheels with independent drive, steering, suspension and braking, tire pressure sensors are usually installed on the valve stem of each wheel tire or inside the wheel hub, responsible for real-time monitoring of air pressure changes inside the tire and wirelessly transmitting this data to the vehicle's central control unit. Wheel speed sensors are installed near the wheel hub of each wheel and are usually used in conjunction with the anti-lock braking system to provide vehicle speed information and wheel slip by monitoring the rotation speed of the wheel. Inertial measurement units are usually installed in the center of the vehicle, such as the center of the vehicle chassis or body, and provide data on the vehicle's longitudinal acceleration, lateral acceleration, and pitch, roll and yaw angular velocity through its internal accelerometers and gyroscopes. Tire pressure sensors, wheel speed sensors and inertial measurement units communicate with the vehicle's control system through an on-board network, such as a controller area network, to monitor the vehicle's status in real time.

[0059] Specifically, the tire pressure change rate of the wheel reflects the change range of the tire pressure per unit time, and the wheel speed change rate of the wheel reflects the change range of the wheel speed per unit time. Under normal circumstances, within a certain tire pressure change rate range and wheel speed change rate range, the tire pressure changes slowly and steadily, and the wheel speed changes relatively smoothly. In a specific embodiment, for each wheel of the vehicle, if the tire pressure change rate of the wheel is greater than a preset tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than a preset wheel speed change rate threshold, it is determined that the wheel has a tire blowout. The tire pressure change rate threshold and the wheel speed change rate threshold are specifically set based on factors such as the design parameters of the vehicle, the specifications and characteristics of the tires, driving conditions, and safety requirements. It should be noted that the present application does not specifically limit the specific form, quantity, type, and installation position of the tire pressure sensor, wheel speed sensor, and inertial measurement unit involved. According to the needs of actual applications, such as cost considerations, etc., the appropriate amount and type of sensors can be flexibly selected and installed at the corresponding position of the vehicle.

[0060] S102: After determining that the vehicle has a tire blowout, determining the execution order of at least two control systems for vehicle stability control according to the position of the wheel with the blowout.

[0061] In this step, based on the real-time analysis of the vehicle's multi-sensor data signals, after determining that the vehicle has a flat tire, at least two control systems that can be used for vehicle stability control are determined according to the vehicle's overall configuration and the location of the flat tire wheel, including a steering control system, a suspension system, a driving force control system, and a braking force control system. Then, according to the location of the flat tire wheel and the preset system execution sequence, the execution sequence of the at least two control systems is determined to ensure that the stability of the vehicle is restored in the shortest time and provide the driver with a higher control experience.

[0062] Specifically, based on the data signals from the inertial measurement unit of the vehicle and the tire pressure sensor and wheel speed sensor on each wheel, after determining that the vehicle has a tire blowout, the system sets the tire blowout mark position of the wheel with a tire blowout to 1 and the tire blowout mark position of the wheel that has not had a tire blowout to 0. When a tire blowout occurs on the front wheels of the vehicle (left front wheel and right front wheel), the system performs stability control in the order of rear wheel steering, suspension system, driving force control, and braking force control; when a tire blowout occurs on the rear wheels of the vehicle (left rear wheel and right rear wheel), the system performs stability control in the order of front wheel steering, suspension system, driving force control, and braking force control. For different locations of wheels with tire blowouts, the execution order setting principle of the stability control system is mainly based on a comprehensive consideration of factors such as vehicle handling, center of gravity stability, power balance, braking safety, and driver experience as follows:

[0063] The front wheels are responsible for the main steering function and are the key factor in vehicle control. Therefore, a front tire blowout will directly affect the vehicle's handling. Prioritizing the rear wheel steering system can help maintain the vehicle's driving direction and provide necessary steering compensation to prevent the vehicle from deviating from the intended route. The suspension system is adjusted to cope with the change in center of gravity caused by a front tire blowout. By redistributing the vehicle's weight load, the instability caused by the center of gravity shift is reduced, thereby improving the overall stability of the vehicle. The adjustment of the drive force control system ensures that the vehicle can still maintain dynamic balance after losing traction on one front wheel, reducing the risk of skidding or loss of control. The intervention of the brake force control system is to quickly reduce the vehicle speed when necessary to prevent the vehicle from skidding or losing balance. This order is set based on a deep understanding of the vehicle's dynamic behavior and is intended to ensure that the vehicle's controllability and safety can be quickly restored after a tire blowout by prioritizing the most critical stability factors.

[0064] When a rear tire blows out, the rear wheel loses grip, and the steering ability of the front wheel becomes a key factor in maintaining the direction of the vehicle. Prioritizing the adjustment of the front wheel steering can help the driver better control the direction of the vehicle and prevent the vehicle from deviating from the intended route or losing stability due to a rear tire blowout. The adjustment of the suspension system, the adjustment of the driving force control system, and the intervention of the braking force system are similar to the aforementioned adjustment of the suspension system, the adjustment of the driving force control system, and the intervention of the braking force system in the case of a front tire blowout, and the implementation principles and technical effects are similar, and will not be repeated here.

[0065] S103: Control vehicle stability through at least two control systems according to the execution order.

[0066] In this step, the control system determines the position of the specific wheel with a flat tire based on the input flat tire flag, and determines the available control systems based on the actual configuration of the vehicle, including the X-axis braking and driving force system, the Y-axis steering system (including rear steering), and the Z-axis suspension system. In the X-axis braking and driving force system, the braking system is used to slow down or stop the vehicle in the front-to-back direction, and the driving system is used to accelerate the vehicle in the front-to-back direction, affecting the longitudinal movement of the vehicle. The Y-axis steering system is used to change the direction of travel of the vehicle in the left-right direction. The Z-axis suspension system is used to perform suspension control in the up-and-down direction of the vehicle, support weight, absorb road shock, and keep the tire in contact with the ground.

[0067] Specifically, taking the case of a tire blowout on the left front wheel of the vehicle as an example, the left front wheel tire blowout flag is 1, the vehicle deviates to the left, and the system activates the rear-wheel steering system, the left rear wheel and the right rear wheel turn to the right, so that the vehicle moves to the right and balances the tendency of the vehicle to deviate to the left. If the rear-wheel steering system fails to stop the vehicle stably, the system activates the suspension control system, whose springs and shock absorbers increase the damping force of the left front wheel to limit the rapid compression and rebound of the suspension to prevent the vehicle body from shaking violently, while increasing the weight load of the left rear wheel, the right front wheel and the right rear wheel to help the left front wheel bear more load, reduce the instability caused by the center of gravity shifting to the left front, and maintain the overall balance of the vehicle. If the suspension system fails to stop the vehicle stably, the system activates the driving force control system to apply a backward driving torque to the rear wheel and the left front wheel to ensure that the vehicle keeps driving in a straight line during deceleration to prevent the vehicle from deviating or losing control due to uneven torque distribution. If the driving force control system fails to bring the vehicle to a stable stop, the system activates the braking system. Due to insufficient grip of the left front wheel, the system will reduce the braking force applied to the left front wheel to prevent the left front wheel from locking prematurely, and increase the braking force of the right front wheel and rear wheels to maintain the overall braking effect and vehicle stability until the vehicle stops stably.

[0068] Taking the example of a tire blowout on the right rear wheel of the vehicle, the right rear wheel blowout flag is 1, the vehicle deviates to the right, and the system activates the front wheel steering system, the left front wheel and the right front wheel turn left, making the vehicle move to the left to balance the tendency of the vehicle to deviate to the right. If the front wheel steering system fails to stop the vehicle stably, the system activates the suspension control system, whose springs and shock absorbers increase the damping force of the right rear wheel to limit the rapid compression and rebound of the suspension to prevent the body from shaking violently, and at the same time increase the weight load of the right front wheel, the left front wheel and the left rear wheel to help the right rear wheel bear more load, reduce the instability caused by the center of gravity shifting to the right rear, and maintain the overall balance of the vehicle. If the suspension system fails to stop the vehicle stably, the system activates the driving force control system to apply forward driving torque to the front wheel and the right rear wheel to ensure that the vehicle keeps driving in a straight line during deceleration to prevent the vehicle from deviating or losing control due to uneven torque distribution. If the driving force control system fails to bring the vehicle to a stable stop, the system activates the braking system. Due to insufficient grip of the right rear wheel, the system will reduce the braking force applied to the right rear wheel to prevent the right rear wheel from locking prematurely, and increase the braking force of the left rear wheel and the front wheel to maintain the overall braking effect and vehicle stability until the vehicle stops stably.

[0069] Regarding the process of controlling vehicle stability by the above-mentioned control system, it should be noted that if the vehicle has not reached a stable state after any one of at least two control systems is executed according to the execution order, the next control system is activated to continue stability control; if the vehicle has reached a stable state after any one of at least two control systems is executed according to the execution order, the vehicle stability control is terminated.

[0070] In a specific implementation, the system transmits the tire blowout identification result and stability control status to the driver in real time, and provides warning information to the driver through display screens, voice prompts, etc., so that the driver can understand the current vehicle condition in detail and take appropriate countermeasures. The warning information includes which wheel of the vehicle has a tire blowout, the current vehicle speed, and the safe operation steps recommended by the system. The voice prompt will remind the driver to slow down, adjust the steering wheel, and find a safe parking location.

[0071] The vehicle control method provided in the embodiment of the present application recognizes tire blowouts by comprehensively utilizing tire pressure sensors, wheel speed sensors, and inertial measurement units to provide wheel pressure, wheel speed, and vehicle acceleration and angle data information, and adaptively coordinates multiple control systems based on the actual configuration of the vehicle and the position of the tire blowout wheel, thereby enabling the vehicle to quickly return to a stable state after a tire blowout occurs. This effectively solves the deficiencies of traditional vehicle safety systems in tire blowout event recognition and control, and improves the safety and stability of the vehicle.

[0072] Figure 2 A flow chart of a vehicle control method provided in this application Figure 2 ,like Figure 2 As shown, based on step S101 of the above embodiment, when it is impossible to determine whether the vehicle has a tire blowout, the control method of the vehicle specifically further includes:

[0073] S201: If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold, and the wheel speed change rate of the wheel is less than or equal to the wheel speed change rate threshold, determine whether the wheel has a risk of tire blowout based on the tire pressure change rate of the wheel and the IMU signal.

[0074] In this case, when the tire pressure change rate of the wheel is greater than the preset tire pressure change rate threshold, it indicates that the tire pressure is dropping rapidly, which may be a precursor to a tire blowout and needs to be further judged in combination with other sensor parameters. If the wheel speed change rate is less than or equal to the wheel speed change rate threshold while the tire pressure is dropping rapidly, it indicates that the wheel speed has not changed significantly and is within the normal range. On this basis, combined with the vehicle acceleration and angular velocity information provided by the IMU signal, it is further judged whether the vehicle has a risk of a tire blowout.

[0075] Specifically, for changes in acceleration, if the longitudinal acceleration of the vehicle suddenly increases or decreases without obvious braking or acceleration, or if the lateral acceleration of the vehicle suddenly increases when the vehicle is not turning. For changes in angular velocity, if the yaw rate of the vehicle suddenly increases when the vehicle is driving in a straight line, or the pitch rate of the vehicle suddenly increases during normal driving, the pitch rate changes asymmetrically during acceleration and deceleration, or the roll rate increases without obvious steering.

[0076] For any abnormal situation of the above IMU signal, combined with the tire pressure change rate of the wheel being greater than the preset tire pressure change rate threshold, it indicates that the grip of the wheel is indeed affected, the condition of the tire is affecting the stability of the vehicle, and it is determined that the wheel is at risk of tire blowout. The system will immediately push tire blowout warning information to the driver through display screens, voice prompts, etc., so that the driver can further judge and take corresponding countermeasures manually. The warning information includes the abnormal reasons that cause the wheel to have a risk of tire blowout and the recommended countermeasures. If there is no abnormal situation of the above IMU signal, combined with the wheel speed change rate being less than or equal to the wheel speed change rate threshold, it indicates that the vehicle has no risk of tire blowout for the time being, and the tire pressure change rate of the wheel is greater than the preset tire pressure change rate threshold, which may be due to the abnormality of the tire pressure sensor. The system will immediately push prompt information to the driver through display screens, voice prompts, etc., so that the driver can always pay attention to the vehicle status. The prompt information includes the possibility of abnormal tire pressure sensor and the change of the tire pressure change rate of the wheel greater than the preset tire pressure change rate threshold.

[0077] S202: If the tire pressure change rate of the wheel is less than or equal to the tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold, determine whether the wheel has a tire blowout risk based on the wheel speed change rate and the IMU signal.

[0078] In this case, when the wheel speed change rate is greater than the wheel speed change rate threshold, it indicates that the wheel speed has changed significantly, which may be a precursor to a tire blowout and needs to be further judged in combination with other sensor parameters. If the wheel pressure change rate is less than or equal to the tire pressure change rate threshold while the wheel speed changes significantly, it indicates that the wheel pressure has not changed significantly and is within the normal range. On this basis, combined with the vehicle acceleration and angular velocity information provided by the IMU signal, it is further judged whether the vehicle has a risk of tire blowout.

[0079] Specifically, the abnormal changes in vehicle acceleration and angular velocity have been described in the previous text and will not be repeated here. Based on any abnormal condition of the above-mentioned IMU signal, combined with the wheel speed change rate being greater than the wheel speed change rate threshold, it indicates that the wheel traction is indeed affected, the friction between the tire and the road surface is reduced, and the condition of the tire is affecting the stability of the vehicle, and it is determined that the wheel is at risk of a tire blowout. The system will immediately push tire blowout warning information to the driver through a display screen, voice prompts, etc., so that the driver can further judge and take corresponding countermeasures manually. The warning information includes the abnormal reasons for the risk of tire blowout and the recommended countermeasures. If there is no abnormal condition of the above-mentioned IMU signal, combined with the tire pressure change rate of the wheel being less than or equal to the tire pressure change rate threshold, it indicates that the vehicle has no risk of a tire blowout for the time being, and the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold, which may be due to an abnormal wheel speed sensor. The system will immediately push prompt information to the driver through a display screen, voice prompts, etc., so that the driver can always pay attention to the vehicle status. The prompt information includes the possibility of abnormal wheel speed sensor and the change of the wheel speed change rate greater than the wheel speed change rate threshold.

[0080] The vehicle control method provided in the embodiment of the present application, when a tire blowout cannot be directly determined, the system identifies the potential risk of a tire blowout by monitoring the changes in tire pressure and wheel speed, combined with the acceleration and angular velocity abnormalities in the IMU signal. When a risk is detected, the system promptly issues a warning message to the driver. Through the above method, the accuracy and timeliness of tire blowout risk identification are improved, the driving safety and stability of the vehicle are enhanced, and at the same time, false alarms caused by sensor abnormalities are reduced through intelligent prompts, which improves the driver's cognition and reaction ability to the vehicle status.

[0081] Figure 3 A flow chart of a vehicle control method provided in this application Figure 3 , Figure 4FIG. 1 is an overall structural diagram of a vehicle control method provided by the present application. Based on the above embodiment, the overall flow diagram of the vehicle control method is as follows: Figure 3 As shown in the figure, the overall architecture is as follows Figure 4 As shown, specifically including:

[0082] First, obtain multi-sensor signal data. The data acquisition module integrates tire pressure sensors, wheel speed sensors, and inertial measurement units (IMUs), and realizes all-round and multi-angle monitoring through multi-sensor data signals. The tire pressure sensor is used to obtain the real-time pressure signal of each tire, the wheel speed sensor is used to obtain the wheel speed signal of each tire, and the inertial measurement unit (IMU) is used to obtain the acceleration and angular velocity signals of the vehicle.

[0083] Secondly, the multi-sensor signal data is preprocessed. In order to improve the accuracy and reliability of the data signal, the preprocessing module can effectively remove noise and redundant information through filtering, coordinate system conversion and data fusion verification to obtain the actual state signal of the vehicle. Specifically, the state vector and error covariance matrix of the Kalman filter are initialized first. The state vector includes state parameters such as tire pressure, wheel speed, acceleration and angular velocity of the vehicle. Then the current state estimate is used to predict the state and error covariance of the next moment. After obtaining new sensor data, these measurements are used to update the state estimate, and the Kalman gain is calculated to determine the weight of the predicted state and the measurement value in the update process. The updated state estimate and error covariance provide the optimal estimate of the system state at the current moment. The recursive nature of the Kalman filter allows this process to be repeated at each time step, continuously correcting and optimizing the state estimate. By applying Kalman filtering to tire pressure, wheel speed and IMU signals respectively, the system can effectively reduce the impact of noise, improve the accuracy of each signal, and provide a reliable data basis for subsequent vehicle dynamic analysis and control. Coordinate system conversion involves converting sensor data from the earth coordinate system to the vehicle coordinate system through a rotation matrix. The earth coordinate system is usually a fixed global reference system, and the vehicle coordinate system is a local reference system that moves with the vehicle. Through the conversion of the coordinate system, the sensor data is unified into the vehicle coordinate system to obtain the actual state signal data of the vehicle for consistent dynamic analysis. The actual tire pressure signal data, wheel speed signal data, and actual acceleration and angular velocity signal data of the vehicle are fused and verified, multi-source information is integrated, redundancy is eliminated, and the reliability and accuracy of the sensor signal data are enhanced, providing a reliable basis for subsequent tire blowout identification and stability control.

[0084] Again, tire blowout identification. The tire blowout identification module determines the tire blowout status of the wheel based on the actual tire pressure signal data, wheel speed signal data, and actual acceleration and angular velocity signal data after fusion verification. If the tire pressure change rate of the wheel is greater than the preset tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than the preset wheel speed change rate threshold, it is determined that the wheel has a tire blowout, and the tire blowout flag position of the wheel is 1, otherwise it is set to 0. If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold, and the wheel speed change rate of the wheel is less than or equal to the wheel speed change rate threshold, or the tire pressure change rate of the wheel is less than or equal to the tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold, it is also necessary to combine the IMU signal to comprehensively identify the tire blowout condition and determine whether there is a risk of tire blowout. The system can respond quickly at the moment of a tire blowout, and accurately and quickly identify tire blowout events by real-time monitoring and analysis of multi-sensor data.

[0085] Then, the tire blowout stability control with the coordinated action of multiple control systems. The tire blowout stability control module with the coordinated action of multiple control systems is based on the tire blowout mark of the wheel and the specific tire blowout wheel position, and determines the available control systems according to the actual configuration of the vehicle, including the X-axis braking and driving force system, the Y-axis steering system (including rear steering), and the Z-axis suspension system. Based on the tire blowout wheel position, the execution order of each control system is shown in the following table:

[0086]

[0087] In summary, when a tire blows out on the front wheels (left front wheel and right front wheel) of the vehicle, the system performs stability control in the order of rear wheel steering, suspension system, driving force control and braking force control; when a tire blows out on the rear wheels (left rear wheel and right rear wheel) of the vehicle, the system performs stability control in the order of front wheel steering, suspension system, driving force control and braking force control. It should be noted that if the vehicle does not reach a stable state after executing any of at least two control systems according to the execution sequence, the next control system is activated to continue stability control; if the vehicle reaches a stable state after executing any of at least two control systems according to the execution sequence, the vehicle stability control is terminated. The tire blowout stability control strategy with the coordinated action of the intelligent multi-control system is adaptively adjusted according to the actual configuration of the vehicle and driving conditions, which improves the adaptability and robustness of the control system and better adapts to various complex environments and emergencies.

[0088] Finally, push tire blowout warning information. The voice module and display module transmit the tire blowout identification results and stability control status to the driver in real time, and provide warning information to the driver through the display screen and voice prompts, so that the driver can understand the current vehicle status in detail and take appropriate countermeasures, thereby mitigating the consequences of tire blowouts and significantly improving user experience and vehicle safety.

[0089] Figure 5 A schematic diagram of the structure of a vehicle control device provided in this application, such as Figure 5 As shown, the vehicle control device 50 includes:

[0090] The first processing module 501 is used to determine whether the vehicle has a tire blowout based on the tire pressure, wheel speed and inertial measurement unit IMU signal of the vehicle;

[0091] A second processing module 502 is used to determine the execution order of at least two control systems for vehicle stability control according to the position of the tire-bursting wheel after determining that the vehicle has a tire burst;

[0092] The third processing module 503 is used to control vehicle stability through at least two control systems according to the execution order.

[0093] The vehicle control device provided in the embodiment of the present application is used to execute the technical solution in the aforementioned method embodiment, and its implementation principle and technical effect are similar and will not be repeated here.

[0094] Based on the above embodiment, the vehicle control device 50 further includes: a fourth processing module 504, which is used to:

[0095] If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold, and the wheel speed change rate of the wheel is less than or equal to the wheel speed change rate threshold, determine whether the wheel has a risk of tire blowout based on the tire pressure change rate of the wheel and the IMU signal;

[0096] If the tire pressure change rate of the wheel is less than or equal to the tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold, determine whether the wheel has a tire blowout risk based on the wheel speed change rate and the IMU signal;

[0097] When it is determined that there is a risk of tire blowout, a tire blowout warning message is pushed.

[0098] In a specific implementation, the first processing module 501 is specifically used for:

[0099] For each wheel of the vehicle, if the tire pressure change rate of the wheel is greater than a preset tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than a preset wheel speed change rate threshold, it is determined that the wheel has a tire blowout.

[0100] In a specific implementation, the second processing module 502 is specifically used to:

[0101] Determining at least two control systems that can be used for vehicle stability control according to the vehicle configuration and the location of the tire-punctured wheel;

[0102] The execution order of at least two control systems is determined according to the position of the wheel with the punctured tire and a preset system execution order.

[0103] In a specific implementation, the second processing module 502 is further configured to:

[0104] When the front tire bursts, stability control is executed in the order of rear wheel steering, suspension system, driving force control and braking force control;

[0105] When a rear tire blew out, stability control was executed in the order of front wheel steering, suspension system, driving force control, and braking force control.

[0106] In a specific implementation, the third processing module 503 is specifically used to:

[0107] If the vehicle does not reach a stable state after any of at least two control systems are executed according to the execution order, the next control system is activated to continue stability control;

[0108] If the vehicle has reached a stable state after any one of at least two control systems is executed according to the execution sequence, the vehicle stability control is terminated.

[0109] In a specific implementation, according to the tire pressure change rate of the wheel and the IMU signal, it is determined whether there is a risk of tire blowout of the wheel, and the fourth processing module 504 is specifically used to:

[0110] If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold and the IMU signal is abnormal, it is determined that the wheel is at risk of tire blowout;

[0111] Otherwise, make sure there is no risk of tire blowout.

[0112] In a specific implementation, according to the wheel speed change rate and the IMU signal, it is determined whether there is a risk of tire blowout on the wheel, and the fourth processing module 504 is further used to:

[0113] If the wheel speed change rate is greater than the wheel speed change rate threshold and the IMU signal is abnormal, it is determined that the wheel is at risk of tire blowout;

[0114] Otherwise, make sure there is no risk of tire blowout.

[0115] The vehicle control device provided in any of the above-mentioned application embodiments is used to execute the technical solution in the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be repeated here.

[0116] Figure 6 This is a schematic diagram of the structure of a controller provided in this application. Figure 6As shown, the controller 60 provided in this embodiment includes: at least one processor 601 and a memory 602. Optionally, the controller 60 also includes a communication component 603. The processor 601, the memory 602 and the communication component 603 are connected via a bus 604.

[0117] In a specific implementation process, at least one processor 601 executes the computer execution instructions stored in the memory 602, so that at least one processor 601 executes the above method.

[0118] The specific implementation process of the processor 601 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0119] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc. The steps of the method disclosed in the invention may be directly embodied as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0120] The memory may include high-speed memory (Random Access Memory, RAM), and may also include non-volatile memory (NVM), such as at least one disk storage.

[0121] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0122] The present application also provides a vehicle, including the aforementioned controller, whose implementation principle and technical effect are similar and will not be repeated here.

[0123] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0124] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0125] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0126] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0127] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0128] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0129] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of various embodiments of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory ROM, random access memory (Random Access Memory, RAM), disk or optical disk, etc., which can store program codes.

[0130] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0131] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that: include: Determining whether the vehicle has a tire blowout based on the tire pressure, wheel speed, and inertial measurement unit (IMU) signal of the vehicle; After determining that the vehicle has a tire blowout, determining the execution order of at least two control systems for vehicle stability control according to the position of the tire blowout wheel; According to the execution order, the vehicle stability is controlled by the at least two control systems.

2. The method according to claim 1, characterized in that The determining whether the vehicle has a tire blowout based on the tire pressure, wheel speed and IMU signal of the vehicle includes: For each wheel of the vehicle, if the tire pressure change rate of the wheel is greater than a preset tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than a preset wheel speed change rate threshold, it is determined that the wheel has a tire blowout.

3. The method according to claim 2, characterized in that The method further comprises: If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold, and the wheel speed change rate of the wheel is less than or equal to the wheel speed change rate threshold, determining whether the wheel has a tire blowout risk based on the tire pressure change rate of the wheel and the IMU signal; If the tire pressure change rate of the wheel is less than or equal to the tire pressure change rate threshold, and the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold, determining whether the wheel has a tire blowout risk according to the wheel speed change rate of the wheel and the IMU signal; When it is determined that the wheel has a risk of tire blowout, a tire blowout warning message is pushed.

4. The method according to any one of claims 1 to 3, characterized in that: The execution order of at least two control systems for vehicle stability control determined according to the position of the tire blown wheel includes: Determining at least two control systems that can be used for vehicle stability control according to the vehicle configuration and the position of the tire-bursting wheel; The execution order of the at least two control systems is determined according to the position of the wheel with the tire burst and a preset system execution order.

5. The method according to claim 4, characterized in that The system execution sequence includes: When the front tire bursts, stability control is executed in the order of rear wheel steering, suspension system, driving force control and braking force control; When a rear tire blew out, stability control was executed in the order of front wheel steering, suspension system, driving force control, and braking force control.

6. The method according to any one of claims 1 to 3, characterized in that: The controlling the stability of the vehicle by the at least two control systems according to the execution order includes: If the vehicle does not reach a stable state after any of the at least two control systems are executed according to the execution sequence, activating the next control system to continue stability control; If the vehicle has reached a stable state after any one of the at least two control systems is executed according to the execution sequence, the vehicle stability control is terminated.

7. The method according to claim 3, characterized in that The determining whether the wheel has a tire blowout risk according to the tire pressure change rate of the wheel and the IMU signal includes: If the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold and the IMU signal is abnormal, it is determined that the wheel has a risk of tire blowout; Otherwise, it is determined that the wheel has no risk of tire blowout.

8. The method according to claim 3, characterized in that The determining, according to the wheel speed change rate of the wheel and the IMU signal, whether the wheel has a tire blowout risk comprises: If the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold and the IMU signal is abnormal, it is determined that the wheel has a risk of tire blowout; Otherwise, it is determined that the wheel has no risk of tire blowout.

9. A vehicle control device, characterized in that: include: A first processing module, configured to determine whether the vehicle has a tire blowout based on the tire pressure, wheel speed, and an inertial measurement unit (IMU) signal of the vehicle; A second processing module is used to determine the execution order of at least two control systems for vehicle stability control according to the position of the tire-bursting wheel after determining that the vehicle has a tire burst; A third processing module is used to control the stability of the vehicle through the at least two control systems according to the execution order.

10. A controller, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 8.

11. A vehicle, characterized in that: include: A controller as claimed in claim 10.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 8 when executed by a processor.

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