Vehicle control methods, devices and vehicles

Abstract

This application provides a vehicle control method, device, and vehicle. In this method, a tire blowout is determined based on the vehicle's tire pressure, wheel speed, and IMU signals. Once a blowout is confirmed, stability control is applied to the vehicle based on its actual configuration, the location of the blown wheel, and the preset execution sequence of the vehicle stability control system. This method, based on multi-sensor fusion for blowout monitoring and the synergistic effect of multiple stability control systems, provides more comprehensive and accurate vehicle status information by complementing and verifying data from multiple sensors. This reduces the probability of false alarms and missed alarms, improving the accuracy and reliability of blowout identification. Adaptive control, through the coordinated action of multiple control systems, enables the vehicle to quickly return to a stable state after a blowout. This effectively addresses the shortcomings of traditional vehicle safety systems in tire blowout event identification and control, improving vehicle safety and stability.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more particularly to a vehicle control method, device, and vehicle. Background Technology

[0002] Tire blowouts pose a significant safety hazard at high speeds, potentially leading to loss of vehicle control, rollovers, and even serious traffic accidents. Therefore, developing effective tire blowout monitoring and control systems is crucial for reducing traffic accidents and ensuring driving safety.

[0003] Existing tire blowout monitoring technologies identify blowouts using tire pressure sensors and correct the vehicle's trajectory based on a blowout suppression bias to ensure safe driving. Alternatively, they use controllers to direct jets along the vehicle's height to adjust chassis height and prevent body roll. However, most of these technologies rely on a single sensor for monitoring, and their response measures after a blowout are relatively limited.

[0004] In summary, existing tire blowout monitoring and control technologies are insufficient to comprehensively and effectively guarantee vehicle stability and safety. Therefore, providing a stability control method that integrates multi-sensor fusion for tire blowout monitoring and the coordinated action of multiple control systems is an urgent technical problem to be solved. Summary of the Invention

[0005] This application provides a vehicle control method, device, and vehicle to address the shortcomings of existing tire blowout monitoring and control technologies in comprehensively and effectively ensuring vehicle stability and safety. It provides a stability control method that integrates multi-sensor fusion for tire blowout monitoring and multi-control system synergy.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, including:

[0007] Based on the vehicle's tire pressure, wheel speed, and inertial measurement unit (IMU) signals, it is determined whether the vehicle has experienced a tire blowout.

[0008] After determining that a tire blowout has occurred in the vehicle, the execution sequence of at least two control systems for vehicle stability control is determined based on the location of the blowout wheel.

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

[0010] In one possible implementation, determining whether a tire blowout has occurred based on the vehicle's tire pressure, wheel speed, and IMU signals 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 is greater than a preset wheel speed change rate threshold, then it is determined that the wheel has experienced a tire blowout.

[0012] In one 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, then based on the tire pressure change rate of the wheel and the IMU signal, it is determined whether the wheel is at risk of a tire blowout.

[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, then based on the wheel speed change rate and the IMU signal, it is determined whether the wheel is at risk of a tire blowout.

[0015] When it is determined that there is a risk of tire blowout on the wheel, a tire blowout warning message is sent.

[0016] In one possible implementation, determining the execution order of at least two control systems for vehicle stability control based on the location of the blown-out wheel includes:

[0017] Based on the vehicle's overall configuration and the location of the blown-out wheel, at least two control systems that can be used for vehicle stability control are determined.

[0018] Based on the location of the blown tire and the preset system execution sequence, the execution sequence of the at least two control systems is determined.

[0019] In one possible implementation, the system execution sequence includes:

[0020] When a front tire blows out, stability control is executed in the following order: rear wheel steering, suspension system, drive force control, and braking force control.

[0021] When a rear tire blows out, stability control is executed in the following order: front wheel steering, suspension system, drive force control, and braking force control.

[0022] In one possible implementation, controlling vehicle stability via the at least two control systems according to the execution sequence includes:

[0023] If the vehicle fails to reach a stable state after executing any of the at least two control systems according to the execution order, the next control system is activated to continue stability control.

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

[0025] In one possible implementation, determining whether there is a risk of tire blowout based on the tire pressure change rate and IMU signal of the wheel 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, then it is determined that the wheel is at risk of a tire blowout.

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

[0028] In one possible implementation, determining whether there is a risk of tire blowout based on the wheel speed change rate and IMU signal includes:

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

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

[0031] Secondly, embodiments of this application provide a vehicle control device, comprising:

[0032] The first processing module is used to determine whether the vehicle has experienced a tire blowout based on the vehicle's tire pressure, wheel speed, and inertial measurement unit (IMU) signals.

[0033] The second processing module is used to determine the execution order of at least two control systems for vehicle stability control based on the location of the blown-out wheel after determining that the vehicle has experienced a tire blowout.

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

[0035] Thirdly, embodiments of this application provide a controller, including: a memory and a processor;

[0036] The memory stores computer-executed instructions;

[0037] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0038] Fourthly, embodiments of this application provide a vehicle, including: a controller as described in the third aspect.

[0039] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0040] The vehicle control method, device, and vehicle provided in this application embodiment determine whether a tire blowout has occurred based on data signals from the vehicle's inertial measurement unit (IMU) and tire pressure and wheel speed sensors on each wheel, i.e., based on the vehicle's tire pressure, wheel speed, and IMU signals. After determining that a tire blowout has occurred, stability control is performed on the vehicle according to the location of the blown wheel and the execution sequence of a preset vehicle stability control system. Through this method, based on multi-sensor fusion-based tire blowout monitoring and the coordinated action of multiple stability control systems, comprehensive and multi-angle real-time monitoring of the vehicle's state is achieved, improving the accuracy and reliability of tire blowout identification. Adaptive control, through the coordinated action of multiple control systems, enables the vehicle to quickly return to a stable state after a tire blowout. This effectively solves the shortcomings of traditional vehicle safety systems in tire blowout event identification and control, improving vehicle safety and stability. Attached Figure Description

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

[0042] Figure 1 A flowchart illustrating a vehicle control method provided in this application. Figure 1 ;

[0043] Figure 2 A flowchart illustrating a vehicle control method provided in this application. Figure 2 ;

[0044] Figure 3 A flowchart illustrating a vehicle control method provided in this application. Figure 3 ;

[0045] Figure 4 This application provides an overall architecture diagram of a vehicle control method.

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

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

[0048] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0049] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0050] Before introducing the embodiments of this application, the application background of the embodiments of this application will be explained:

[0051] Tire blowouts are a major safety hazard at high speeds, as tires suddenly lose air and deflate within a very short time (generally less than 0.1 seconds). Statistics show that 10% of traffic accidents on highways are caused by tire failure, and tire blowouts account for over 70% of all tire-related accidents. The main causes of tire blowouts include tire aging, damage, insufficient or excessive tire pressure, overloading, and high temperatures. A blowout can lead to loss of vehicle control, rollovers, and even serious traffic accidents causing injuries or fatalities. Therefore, developing an effective tire blowout monitoring and control system is crucial for reducing traffic accidents and ensuring driving safety.

[0052] Existing tire blowout monitoring technologies identify blowouts using tire pressure sensors and then correct the vehicle's trajectory based on a blowout suppression bias to ensure safe driving. Alternatively, they use a controller to direct jets along the vehicle's height to adjust chassis height, prevent body roll, and maintain vehicle stability, thus mitigating potential issues like tire detachment or wheel contact with the rim after a blowout. Tire pressure sensors measure changes in tire pressure; when the sensor detects a rapid drop in pressure to a critical value, the system determines a blowout has occurred. However, tire pressure sensors can be affected by external environmental factors such as temperature changes and sensor malfunctions. Sensor failure or data transmission delays can lead to false positives, missed detections, or delayed warnings of blowout risks. Furthermore, tire pressure sensors only detect pressure changes and cannot effectively assess other potential blowout factors, such as physical damage or aging of the tire. Post-blowout responses rely heavily on the vehicle's electronic control unit and sensor data, and their effectiveness depends to some extent on road conditions and the driver's reaction speed. This tire blowout monitoring technology, which relies on only a single sensor or a small number of sensors for monitoring and has relatively simple response measures after a tire blowout, cannot comprehensively and effectively guarantee the stability and safety of the vehicle. There is an urgent need for more comprehensive and diversified solutions to improve the overall safety performance of the vehicle.

[0053] In summary, existing tire blowout monitoring technologies are insufficient to fully guarantee vehicle stability and safe driving. Therefore, providing a stability control method that integrates multi-sensor fusion for tire blowout monitoring and the coordinated action of multiple control systems is an urgent technical problem to be solved.

[0054] Based on the aforementioned technical problems, the inventors, in the process of researching vehicle tire blowout monitoring and post-blowout vehicle stability control, discovered a method for identifying tire blowouts based on a multi-sensor integrated approach using tire pressure sensors, wheel speed sensors, and inertial measurement units (IMUs). This method effectively reduces the false positive and false negative rates. Based on the blowout identification results and different vehicle models and driving conditions, it adaptively maintains vehicle stability and controllability through the coordinated action of multiple control systems, including braking, drive, steering, and suspension, ensuring effective response to blowout events under various circumstances. Therefore, this application provides a vehicle control method, device, and vehicle. Based on the data signals from the inertial measurement unit equipped in the vehicle and the tire pressure and wheel speed sensors on each wheel—that is, based on the vehicle's tire pressure, wheel speed, and IMU signals—it determines whether a tire blowout has occurred. After determining that a tire blowout has occurred, stability control is performed on the blown-out vehicle according to the location of the blown wheel and the preset execution sequence of the vehicle stability control system. This effectively solves the shortcomings of traditional vehicle safety systems in tire blowout event identification and control, improving vehicle safety and stability.

[0055] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0056] Figure 1 A flowchart illustrating 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: Determines whether a tire blowout has occurred based on the vehicle's tire pressure, wheel speed, and inertial measurement unit (IMU) signals.

[0058] In modern vehicles with four wheels that have independent drive, steering, suspension, and braking, tire pressure sensors are typically mounted on the valve stem of each tire or inside the wheel hub. They monitor tire pressure changes in real time and wirelessly transmit this data to the vehicle's central control unit. Wheel speed sensors are mounted near the wheel hubs of each wheel and are usually used in conjunction with anti-lock braking systems (ABS). By monitoring wheel rotation speed, they provide vehicle speed information and wheel slippage. Inertial measurement units (IMUs) are typically mounted in the center of the vehicle, such as the chassis or body, and use internal accelerometers and gyroscopes to provide data on longitudinal acceleration, lateral acceleration, and pitch, roll, and yaw rates. The tire pressure sensors, wheel speed sensors, and IMUs communicate with the vehicle's control system via an onboard network, such as a controller area network (CLAN), to monitor the vehicle's status in real time.

[0059] Specifically, the tire pressure change rate reflects the magnitude of tire pressure change per unit time, while the wheel speed change rate reflects the magnitude of wheel rotation speed change per unit time. Under normal circumstances, within a certain range of tire pressure change rate and wheel speed change rate, tire pressure changes slowly and stably, while wheel speed changes relatively smoothly. In one specific implementation, for each wheel of the vehicle, if the tire pressure change rate exceeds a preset tire pressure change rate threshold, and the wheel speed change rate exceeds a preset wheel speed change rate threshold, then a tire blowout is determined. The tire pressure change rate threshold and wheel speed change rate threshold are specifically set based on factors such as vehicle design parameters, tire specifications and characteristics, driving conditions, and safety requirements. It should be noted that this application does not specifically limit the specific form, quantity, type, or installation location of the tire pressure sensor, wheel speed sensor, and inertial measurement unit involved. Appropriate quantities and types of sensors can be flexibly selected and installed in the corresponding locations of the vehicle according to the actual application requirements, such as cost considerations.

[0060] S102: After determining that a tire blowout has occurred, determine the execution sequence of at least two control systems for vehicle stability control based on the location of the blowout wheel.

[0061] In this step, based on real-time analysis of data signals from multiple vehicle sensors, after determining that a tire blowout has occurred, at least two control systems suitable for vehicle stability control are identified according to the vehicle's overall configuration and the location of the blown wheel. These include the steering control system, suspension system, drive force control system, and braking force control system. Next, based on the location of the blown wheel and a preset system execution sequence, the execution order of these at least two control systems is determined to ensure the vehicle's stability is restored in the shortest possible time and to provide the driver with a greater sense of control.

[0062] Specifically, based on data signals from the vehicle's inertial measurement unit and the tire pressure and wheel speed sensors on each wheel, the system determines when a tire blowout has occurred. Upon detection, the system sets the blowout indicator for the blown-out wheel to 1 and the indicator for the non-blowout wheels to 0. When a front tire (left and right front wheels) blows out, the system executes stability control in the order of rear-wheel steering, suspension system, drive force control, and braking force control. When a rear tire (left and right rear wheels) blows out, the system executes stability control in the order of front-wheel steering, suspension system, drive force control, and braking force control. The principle for setting the execution sequence of the stability control system for different blowout wheel locations is primarily based on a comprehensive consideration of factors such as vehicle handling, center of gravity stability, dynamic balance, braking safety, and driver experience, as follows:

[0063] The front wheels are responsible for the primary steering function and are a key factor in vehicle handling. Therefore, a front tire blowout directly affects vehicle handling. Prioritizing adjustments to the rear steering system helps maintain the vehicle's direction and provides necessary steering compensation to prevent the vehicle from deviating from its intended path. Adjustments to the suspension system address the shift in the center of gravity caused by a front tire blowout. By redistributing the vehicle's weight load, it reduces instability caused by the shift in the center of gravity, thereby improving overall vehicle stability. Adjustments to the drive force control system ensure that the vehicle maintains dynamic balance after losing traction from one front wheel, reducing the risk of skidding or loss of control. The intervention of the braking force control system is to quickly reduce vehicle speed when necessary, preventing sideslip or imbalance. This sequence is based on a deep understanding of vehicle dynamics and aims to ensure rapid restoration of vehicle control and safety after a tire blowout by prioritizing the most critical stability factors.

[0064] When a rear tire blows out, the rear wheel loses traction, and the steering ability of the front wheels becomes crucial in maintaining the vehicle's direction. Prioritizing front wheel steering helps the driver better control the vehicle, preventing it from deviating from its intended path or losing stability due to a rear tire blowout. The principles and technical effects of adjusting the suspension system, drive force control system, and braking system in the event of a front tire blowout are similar and will not be elaborated upon here.

[0065] S103: According to the execution sequence, vehicle stability is controlled by at least two control systems.

[0066] In this step, the control system determines the location of the blowout tire based on the input tire blowout warning signal. It then determines the available control systems based on the vehicle's actual configuration, including the X-axis braking and drive system, the Y-axis steering system (including rear-wheel steering), and the Z-axis suspension system. In the X-axis braking and drive system, the braking system decelerates or stops the vehicle in the longitudinal direction, while the drive system accelerates the vehicle in the longitudinal direction, affecting its longitudinal movement. The Y-axis steering system changes the vehicle's direction of travel in the left-right direction. The Z-axis suspension system controls the suspension in the vertical direction, supporting weight, absorbing road impacts, and maintaining tire contact with the ground.

[0067] Specifically, taking a tire blowout on the left front wheel as an example, with the left front tire blowout indicator set to 1, the vehicle veers to the left. The system activates the rear-wheel steering system, turning the left and right rear wheels to the right to move the vehicle to the right and counteract the leftward veer. If the rear-wheel steering system fails to bring the vehicle to a stable stop, the system activates the suspension control system. Its springs and shock absorbers increase the damping force on the left front wheel, limiting rapid compression and rebound of the suspension to prevent violent body swaying. Simultaneously, it increases the weight load on the left and right rear wheels, helping the left front wheel bear more load and reducing instability caused by the center of gravity shifting to the left front, maintaining the overall balance of the vehicle. If the suspension system still fails to bring the vehicle to a stable stop, the system activates the drive force control system, applying rearward drive torque to the rear and left front wheels to ensure the vehicle maintains a straight line during deceleration, preventing vehicle drift or loss of control due to uneven torque distribution. If the drive force control system fails to bring the vehicle to a stable stop, the system will activate the braking system. Due to insufficient traction on the left front wheel, the system will reduce the braking force applied to the left front wheel to prevent it from locking up prematurely, and increase the braking force on the right front wheel and rear wheel to maintain overall braking effect and vehicle stability until the vehicle comes to a stable stop.

[0068] Taking a right rear tire blowout as an example, with the right rear tire blowout indicator set to 1, the vehicle veers to the right. The system activates the front wheel steering system, turning the left and right front wheels to the left to steer the vehicle to the left and counteract the rightward veer. If the front wheel steering system fails to bring the vehicle to a stable stop, the system activates the suspension control system. The springs and shock absorbers increase the damping force on the right rear wheel, limiting rapid compression and rebound of the suspension to prevent violent body swaying. Simultaneously, the system increases the weight load on the right front, left front, and left rear wheels, helping the right rear wheel bear more load and reducing instability caused by the shift of the center of gravity to the right rear, maintaining the overall balance of the vehicle. If the suspension system still fails to bring the vehicle to a stable stop, the system activates the drive force control system, applying forward drive torque to the front and right rear wheels to ensure the vehicle maintains a straight line during deceleration, preventing vehicle drift or loss of control due to uneven torque distribution. If the drive force control system fails to bring the vehicle to a stable stop, the system will activate the braking system. Due to insufficient traction on the right rear wheel, the system will reduce the braking force applied to the right rear wheel to prevent it from locking up prematurely, and increase the braking force on the left rear wheel and the front wheel to maintain overall braking effect and vehicle stability until the vehicle comes to a stable stop.

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

[0070] In one 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 displays, voice prompts, and other means, so that the driver can understand the current vehicle status in detail and take appropriate countermeasures. The warning information includes which wheel of the vehicle has blown out, the current speed of the vehicle, and the system's suggested safe operating procedures. The voice prompts will remind the driver to slow down, adjust the steering wheel, and find a safe parking location.

[0071] The vehicle control method provided in this application identifies tire blowout situations by comprehensively utilizing data such as tire pressure, wheel speed, vehicle acceleration, and angle provided by tire pressure sensors, wheel speed sensors, and inertial measurement units. Based on the vehicle's actual configuration and the location of the blowout wheel, it adaptively coordinates multiple control systems to enable the vehicle to quickly return to a stable state after a tire blowout. This effectively addresses the shortcomings of traditional vehicle safety systems in tire blowout event identification and control, improving vehicle safety and stability.

[0072] Figure 2 A flowchart illustrating 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 a tire blowout has occurred, the vehicle control method 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 is less than or equal to the wheel speed change rate threshold, then determine whether there is a risk of tire blowout based on the tire pressure change rate and IMU signal.

[0074] In this situation, if the tire pressure change rate exceeds a preset threshold, it indicates a rapid drop in tire pressure, which could be a precursor to a tire blowout. Further analysis using other sensor parameters is needed. If, while tire pressure is dropping rapidly, the wheel speed change rate is less than or equal to the threshold, it indicates that the wheel speed is not significantly changing and is within the normal range. Based on this, combined with vehicle acceleration and angular velocity information provided by the IMU signal, a further assessment can be made to determine if the vehicle is at risk of a tire blowout.

[0075] Specifically, regarding changes in acceleration, if the longitudinal acceleration of a vehicle suddenly increases or decreases without significant braking or acceleration, or if the lateral acceleration of a vehicle suddenly increases without turning, this applies. Regarding changes in angular velocity, if the yaw rate of a vehicle suddenly increases while traveling in a straight line, or if the pitch rate of a vehicle suddenly increases while traveling normally, or if there are asymmetrical changes in pitch rate during acceleration and deceleration, or if the roll rate increases without significant steering, this applies.

[0076] If any of the above-mentioned IMU signal anomalies are detected, and the tire pressure change rate exceeds the preset tire pressure change rate threshold, it indicates that the wheel's grip is indeed affected, and the tire's condition is impacting vehicle stability, confirming a tire blowout risk. The system will immediately send a tire blowout warning to the driver via display screen, voice prompts, etc., allowing the driver to make further judgments and take appropriate measures. The warning message includes the abnormal cause of the tire blowout risk and suggested countermeasures. If none of the above-mentioned IMU signal anomalies are detected, and the wheel speed change rate is less than or equal to the wheel speed change rate threshold, it indicates that the vehicle is not currently at risk of a tire blowout. The tire pressure change rate exceeding the preset tire pressure change rate threshold may be due to a tire pressure sensor malfunction. The system will immediately send a notification to the driver via display screen, voice prompts, etc., so that the driver can constantly monitor the vehicle's status. The notification message includes the possibility of a tire pressure sensor malfunction and the tire pressure change rate exceeding 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 is greater than the wheel speed change rate threshold, then determine whether there is a risk of tire blowout based on the wheel speed change rate and the IMU signal.

[0078] In this situation, when the wheel speed change rate exceeds the threshold, it indicates a significant change in wheel rotation speed, which may be a precursor to a tire blowout. Further analysis using other sensor parameters is needed. If, while the wheel rotation speed changes significantly, the tire pressure change rate is less than or equal to the threshold, it indicates that the tire pressure has not changed significantly and is within the normal range. Based on this, combined with vehicle acceleration and angular velocity information provided by the IMU signal, a further assessment can be made to determine if the vehicle is at risk of a tire blowout.

[0079] Specifically, the abnormal changes in vehicle acceleration and angular velocity have been described above and will not be repeated here. Based on any of the above-mentioned IMU signal anomalies, combined with a wheel speed change rate exceeding the wheel speed change rate threshold, it indicates that the wheel's traction is indeed affected, the friction between the tire and the road surface is reduced, and the tire's condition is affecting vehicle stability, confirming a tire blowout risk. The system will immediately push a tire blowout warning message to the driver via display screen, voice prompts, etc., so that the driver can further assess the situation and take appropriate measures. The warning message includes the abnormal cause of the tire blowout risk and suggested countermeasures. If none of the above-mentioned IMU signal anomalies are present, and the tire pressure change rate is less than or equal to the tire pressure change rate threshold, it indicates that the vehicle is not currently at risk of a tire blowout. The wheel speed change rate exceeding the threshold may be due to a wheel speed sensor malfunction. The system will immediately push a warning message to the driver via display screen, voice prompts, etc., so that the driver can constantly monitor the vehicle's status. The warning message includes the possibility of a wheel speed sensor malfunction and the wheel speed change rate exceeding the threshold.

[0080] The vehicle control method provided in this application identifies potential tire blowout risks when a tire blowout cannot be directly determined. This is achieved by monitoring changes in tire pressure and wheel speed, combined with anomalies in acceleration and angular velocity detected in the IMU signal. When a risk is detected, the system promptly issues a warning to the driver. This method improves the accuracy and timeliness of tire blowout risk identification, enhances vehicle driving safety and stability, and reduces false alarms caused by sensor malfunctions through intelligent prompts, thereby improving the driver's awareness and reaction to vehicle conditions.

[0081] Figure 3 A flowchart illustrating a vehicle control method provided in this application. Figure 3 , Figure 4This application provides an overall architecture diagram of a vehicle control method. Based on the above embodiments, the overall flowchart of the vehicle control method is as follows: Figure 3 As shown in the diagram, the overall architecture is as follows: Figure 4 As shown, it specifically includes:

[0082] First, multi-sensor signal data is acquired. The data acquisition module integrates tire pressure sensors, wheel speed sensors, and an inertial measurement unit (IMU), enabling omnidirectional and multi-angle monitoring through multi-sensor data signals. The tire pressure sensors acquire real-time signals of each tire pressure, the wheel speed sensors acquire wheel speed signals of each tire, and the IMU acquires vehicle acceleration and angular velocity signals.

[0083] Secondly, the multi-sensor signal data undergoes preprocessing. To improve the accuracy and reliability of the data signals, the preprocessing module effectively removes noise and redundant information through filtering, coordinate system transformation, and data fusion verification, obtaining the actual vehicle state signal. Specifically, the state vector and error covariance matrix of the Kalman filter are first initialized. The state vector includes state parameters such as tire pressure, wheel speed, acceleration, and angular velocity. Then, the current state estimate is used to predict the state and error covariance at the next moment. After acquiring new sensor data, these measurements are used to update the state estimate, while the Kalman gain is calculated to determine the weight of the predicted state and the measured values ​​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 the tire pressure, wheel speed, and IMU signals respectively, the system can effectively reduce the influence of noise, improve the accuracy of each signal, and provide a reliable data foundation for subsequent vehicle dynamic analysis and control. Coordinate system transformation involves converting sensor data from a geodetic coordinate system to a vehicle coordinate system using a rotation matrix. The geodetic coordinate system is typically a fixed global reference system, while the vehicle coordinate system is a local reference system that moves with the vehicle. This transformation unifies the sensor data into the vehicle coordinate system, yielding actual vehicle state signal data for consistent dynamic analysis. The actual tire pressure signal data, wheel speed signal data, and actual acceleration and angular velocity signal data are fused and verified. This integrates multi-source information, eliminates redundancy, and enhances the reliability and accuracy of the sensor signal data, providing a reliable foundation for subsequent tire blowout detection and stability control.

[0084] Next, tire blowout detection. The tire blowout detection module determines the tire blowout status based on the fused and verified actual tire pressure signal data, wheel speed signal data, and actual acceleration and angular velocity signal data. If the tire pressure change rate is greater than a preset tire pressure change rate threshold, and the wheel speed change rate is also greater than a preset wheel speed change rate threshold, then a tire blowout is determined, and the tire blowout flag is set to 1; otherwise, it is set to 0. If the tire pressure change rate is greater than the tire pressure change rate threshold, and the wheel speed change rate is less than or equal to the wheel speed change rate threshold, or vice versa, then the blowout condition must also be comprehensively identified in conjunction with IMU signals to determine whether there is a risk of a blowout. This system can respond rapidly at the moment a blowout occurs, accurately and quickly identifying blowout events by real-time monitoring and analysis of multi-sensor data.

[0085] Then, tire blowout stability control is implemented through the coordinated action of multiple control systems. This multi-control system coordinated tire blowout stability control module determines the available control systems based on the tire blowout marker position and the specific location of the blowout wheel, according to the actual vehicle configuration. These include the X-axis braking and drive system, the Y-axis steering system (including rear-wheel steering), and the Z-axis suspension system. The execution sequence of each control system based on the location of the blowout wheel is shown in the table below:

[0086]

[0087] In summary, when a front tire (left and right front tires) blows out, the system executes stability control in the order of rear-wheel steering, suspension system, drive force control, and braking force control. When a rear tire (left and right rear tires) blows out, the system executes stability control in the order of front-wheel steering, suspension system, drive force control, and braking force control. It should be noted that if the vehicle has not reached a stable state after executing at least two control systems according to this execution sequence, the next control system is activated to continue stability control; if the vehicle has reached a stable state after executing at least two control systems according to this execution sequence, vehicle stability control ends. This intelligent multi-control system collaborative tire blowout stability control strategy adaptively adjusts according to the actual vehicle configuration and driving conditions, improving the adaptability and robustness of the control system and better adapting to various complex environments and unexpected situations.

[0088] Finally, a tire blowout warning message is pushed out. The voice and display modules transmit the tire blowout recognition results and stability control status to the driver in real time, providing warning information to the driver through the display screen and voice prompts. This allows the driver to understand the current vehicle status in detail and take appropriate measures, thereby mitigating the consequences of a tire blowout 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 is shown below. Figure 5 As shown, the vehicle control device 50 includes:

[0090] The first processing module 501 is used to determine whether a tire blowout has occurred based on the vehicle's tire pressure, wheel speed, and inertial measurement unit (IMU) signals.

[0091] The second processing module 502 is used to determine the execution order of at least two control systems for vehicle stability control based on the location of the blown-out wheel after determining that a tire blowout has occurred.

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

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

[0094] Based on the above embodiments, the vehicle control device 50 further includes: a fourth processing module 504, used for:

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

[0097] When a tire blowout risk is detected, a blowout warning message will be sent.

[0098] In one specific embodiment, 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 is greater than a preset wheel speed change rate threshold, then the wheel is determined to have blown out.

[0100] In one specific embodiment, the second processing module 502 is specifically used for:

[0101] Based on the vehicle's overall configuration and the location of the blown tire, at least two control systems that can be used for vehicle stability control are identified.

[0102] Based on the location of the blown tire and the preset system execution sequence, the execution sequence of at least two control systems is determined.

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

[0104] When a front tire blows out, stability control is executed in the following order: rear wheel steering, suspension system, drive force control, and braking force control.

[0105] When a rear tire blows out, stability control is executed in the following order: front wheel steering, suspension system, drive force control, and braking force control.

[0106] In one specific embodiment, the third processing module 503 is specifically used for:

[0107] If the vehicle has not reached a stable state after executing at least two control systems in the execution sequence, the next control system is activated to continue stability control.

[0108] If the vehicle has reached a stable state after executing at least one of the two control systems in the execution sequence, then the vehicle stability control ends.

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

[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, then the wheel is determined to be at risk of a tire blowout.

[0111] Otherwise, confirm that there is no risk of tire blowout.

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

[0113] If the wheel speed change rate is greater than the wheel speed change rate threshold and the IMU signal is abnormal, then the wheel is at risk of a blowout.

[0114] Otherwise, confirm that there is no risk of tire blowout.

[0115] The vehicle control device provided in any of the above application embodiments is used to execute the technical solutions in the foregoing method embodiments. 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 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0117] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

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

[0119] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0120] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[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. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0122] This application also provides a vehicle including the aforementioned controller, which has a similar implementation principle and technical effect, and will not be described in detail here.

[0123] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0124] The aforementioned 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 accessible to a general-purpose or special-purpose computer.

[0125] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from 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 reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0126] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

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

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

[0129] If a function is implemented as 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 this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0130] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0131] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A control method of a vehicle, characterized by, The method comprises: determining whether the vehicle has a tire burst based on tire pressure, wheel speed and inertial measurement unit (IMU) signals of the vehicle; after determining that the vehicle has a tire burst, determining at least two control systems available for vehicle stability control according to the overall configuration of the vehicle and the position of the tire burst wheel, and then determining the execution order of the at least two control systems according to the position of the tire burst wheel and a preset system execution order; if the vehicle does not reach a stable state after executing any one of the at least two control systems according to the execution order, activating the next control system to continue stability control; if the vehicle has reached a stable state after executing any one of the at least two control systems according to the execution order, ending vehicle stability control; wherein the system execution order comprises: when the front wheel bursts, executing stability control in the order of rear wheel steering, suspension system, drive force control and brake force control; when the rear wheel bursts, executing stability control in the order of front wheel steering, suspension system, drive force control and brake force control.

2. The control method of a vehicle according to claim 1, characterized by The determination of whether the vehicle has a tire burst based on tire pressure, wheel speed and IMU signals of the vehicle comprises: 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 burst.

3. The control method of a vehicle according to claim 2, characterized by 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 burst risk based on the tire pressure change rate of the wheel and the IMU signals; 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 burst risk based on the wheel speed change rate of the wheel and the IMU signals; when it is determined that the wheel has a tire burst risk, pushing a tire burst warning information.

4. The control method of a vehicle according to claim 3, characterized by The determination of whether the wheel has a tire burst risk based on the tire pressure change rate of the wheel and the IMU signals comprises: if the tire pressure change rate of the wheel is greater than the tire pressure change rate threshold and the IMU signals are abnormal, it is determined that the wheel has a tire burst risk; otherwise, it is determined that the wheel has no tire burst risk.

5. The control method of a vehicle according to claim 3, characterized by The determination of whether the wheel has a tire burst risk based on the wheel speed change rate of the wheel and the IMU signals comprises: if the wheel speed change rate of the wheel is greater than the wheel speed change rate threshold and the IMU signals are abnormal, it is determined that the wheel has a tire burst risk; otherwise, it is determined that the wheel has no tire burst risk.

6. A control device for a vehicle for executing the control method of the vehicle according to claim 1, characterized by The method comprises: a first processing module configured to determine whether the vehicle has a tire burst based on tire pressure, wheel speed and inertial measurement unit (IMU) signals of the vehicle; The second processing module is configured to determine at least two control systems available for vehicle stability control according to the overall configuration of the vehicle and the position of the tire burst wheel after determining that the vehicle has a tire burst, and then determine the execution sequence of the at least two control systems according to the position of the tire burst wheel and a preset system execution sequence. The third processing module is configured to activate the next control system to continue the stability control if the vehicle does not reach a stable state after executing any one of the at least two control systems according to the execution sequence, and end the vehicle stability control if the vehicle reaches a stable state after executing any one of the at least two control systems according to the execution sequence. The system execution sequence comprises: when the front wheel has a tire burst, the stability control is executed in the sequence of rear wheel steering, suspension system, driving force control and braking force control; when the rear wheel has a tire burst, the stability control is executed in the sequence of front wheel steering, suspension system, driving force control and braking force control.

7. A controller characterized by comprising: The controller comprises: a memory and a processor; the memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory, so that the processor executes the control method of the vehicle according to any one of claims 1 to 5.

8. A vehicle characterized by comprising: The controller according to claim 7. The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by the processor to implement the control method of the vehicle according to any one of claims 1 to 5.

9. A computer-readable storage medium, characterized in that, ​

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