Vehicle tire burst control method and device, vehicle, storage medium and program product

Abstract

The present application relates to the technical field of tire burst control, and discloses a vehicle tire burst control method and device, a vehicle, a storage medium and a program product, comprising: after detecting a tire burst of a vehicle based on vehicle condition information parameters, adjusting the steering assist torque and the yaw angular velocity of the vehicle according to the offset adjustment mode corresponding to the position of the tire burst wheel and the vehicle condition information parameters, so that the vehicle enters a stable state with a small yaw angular velocity, the driving torque of the non-tire burst wheel is conveniently redistributed, vehicle transient control is cooperatively performed from multiple dimensions, and real-time performance is strong. Moreover, the vehicle is not limited by the current working condition, can maintain stability after a tire burst, and has the ability to smoothly travel at a certain speed, so that the occurrence of safety hazards such as rollover and spin of the tire burst vehicle is avoided, and the safety of the vehicle is improved.

Description

TECHNICAL FIELD

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

[0002] Vehicle tire burst on domestic expressway is easy to cause traffic accidents, and with the improvement of automobile manufacturing level and the improvement of automobile road environment, the automobile driving speed is also gradually improved. When the vehicle tire burst occurs during high-speed driving, it seriously affects the personal safety of the driver and passenger. Since the tire burst occurs instantaneously, improper or untimely handling by the driver will cause serious consequences. How to control the stability after the tire burst has become an urgent safety problem.

[0003] For the vehicle stability control method after tire burst, the deflection angle can be determined by the tire burst signal, the steering wheel angle signal and the like to correct the vehicle steering, which can improve the stability of the vehicle after tire burst without applying brake force to the tire burst wheel when the vehicle speed is fast. However, this method is not suitable for speed reduction and other working conditions; the yaw rate can also be used as a control target to control the yaw rate of each wheel, so that the wheel speed difference of each wheel is less than a threshold value, to realize gradual parking, but in some traffic-intensive scenarios, controlling the vehicle to slow down and stop can easily affect the personal safety of the driver and passenger; in addition, after the vehicle tire burst, the vehicle center of mass can be transferred to the center of mass triangular area of the non-tire burst wheel according to the wheel load, so that the vehicle continues to drive, but this method cannot effectively control the whole vehicle in the tire burst transient state, resulting in poor control effect and difficulty in protecting the personal safety of the user. SUMMARY

[0004] Therefore, the present application provides a vehicle tire burst control method, device, vehicle, storage medium and program product to solve the problems of few applicable working conditions, poor instantaneous control effect and difficulty in protecting the personal safety of the user in the prior art.

[0005] In a first aspect, the present application provides a vehicle tire burst control method, which comprises:

[0006] After detecting the tire burst of the vehicle based on the collected vehicle condition information parameters, the position of the tire burst wheel is determined;

[0007] Based on the vehicle condition information parameters, the steering assist torque of the vehicle is adjusted;

[0008] Based on the vehicle condition information parameters and the offset adjustment mode corresponding to the position of the tire burst wheel, the vehicle is controlled to enter a stable state with a first target yaw rate;

[0009] After the vehicle enters a stable state, the driving torque of the non-flat tire wheel is adjusted according to the torque distribution mode corresponding to the position of the flat tire wheel and the vehicle condition information parameter.

[0010] Beneficial effects: After detecting the vehicle flat tire based on the vehicle condition information parameter, the steering assist torque and the yaw angular velocity of the vehicle are adjusted according to the offset adjustment mode corresponding to the position of the flat tire wheel and the vehicle condition information parameter, so that the vehicle enters a stable state with a small yaw angular velocity, and the driving torque of the non-flat tire wheel is redistributed, the vehicle transient control is cooperated from multiple dimensions, and the real-time performance is strong. And not limited by the current working condition of the vehicle, so that the vehicle can maintain stability and has the ability to travel smoothly at a certain speed after the tire is flat, avoiding the occurrence of safety hazards such as rollover and spinout of the flat tire vehicle, and improving the safety of the vehicle.

[0011] In an optional implementation, the vehicle condition information parameter includes an actual yaw angular velocity; based on the vehicle condition information parameter and the offset adjustment mode corresponding to the position of the flat tire wheel, the vehicle is controlled to enter a stable state with a first target yaw angular velocity, comprising:

[0012] The difference between the actual yaw angular velocity and the first target yaw angular velocity is taken as the adjustment target of the proportional integral regulator, and the brake torque and the first additional yaw moment are calculated;

[0013] Based on the position of the flat tire wheel, a first wheel located on the same axle as the flat tire wheel is determined, and a second wheel located on the same side of the vehicle as the first wheel is determined;

[0014] When it is detected that the brake torque is not greater than the maximum brake torque corresponding to the ground where the vehicle is located, the brake torque is applied to the second wheel to adjust the actual yaw angular velocity to the first target yaw angular velocity, and the vehicle is controlled to enter a stable state;

[0015] Or, when it is detected that the brake torque is greater than the maximum brake torque, the maximum brake torque is applied to the second wheel, the driving torque of the first wheel is reduced based on the first additional yaw moment, the actual yaw angular velocity is adjusted to the first target yaw angular velocity, and the vehicle is controlled to enter a stable state.

[0016] Beneficial effects: After detecting the tire burst of the vehicle, the difference between the actual yaw rate and the first target yaw rate is taken as the control target to obtain the brake torque and the first additional yaw moment. Since the ground where the vehicle is located has a maximum brake torque that it can allow, if the brake torque applied to the wheel exceeds the maximum brake torque, the wheel is prone to slip, which is not conducive to the stability of the vehicle. Therefore, when the brake torque is not greater than the maximum brake torque of the ground where the vehicle is located, the second wheel to which the brake force needs to be applied is determined according to the position of the burst wheel, and the brake torque is applied to the second wheel to control the yaw rate of the vehicle to enter a stable state; when the brake torque is greater than the maximum brake torque, in addition to applying the maximum brake torque to the second wheel, the drive torque of the first wheel on the same axle as the burst wheel is also reduced, and the two work together to control the yaw rate of the vehicle, thereby adjusting the yaw moment of the vehicle so that the vehicle no longer deviates and is stable.

[0017] In an optional embodiment, the vehicle comprises an electronic stability control system, the electronic stability control system comprising a traction control system and a vehicle dynamics control system; applying the brake torque to the second wheel comprises:

[0018] applying the brake torque to the second wheel by using the vehicle dynamics control system in the electronic stability control system;

[0019] reducing the drive torque of the first wheel based on the first additional yaw moment comprises:

[0020] reducing the drive torque of the first wheel based on the first additional yaw moment by using the traction control system in the electronic stability control system.

[0021] Beneficial effects: The traction control system and the vehicle dynamics control system in the electronic stability control system are used to jointly control the yaw moment, so that the vehicle changes from a non-stable state to a stable state, and the existing resources of the vehicle are fully utilized, thereby improving the instantaneousness of the vehicle stability control without introducing redundant control systems.

[0022] In an optional embodiment, the vehicle condition information parameters comprise an actual yaw rate; adjusting the drive torque of the non-burst wheel according to the torque distribution mode corresponding to the position of the burst wheel and the vehicle condition information parameters comprises:

[0023] determining a second target yaw rate by using a preset two-degree-of-freedom model of the vehicle and the vehicle condition information parameters, and determining a second additional yaw moment based on the second target yaw rate and the actual yaw rate;

[0024] determining the new drive torque corresponding to each non-burst wheel based on the vehicle condition information parameters and the second additional yaw moment, and according to the torque distribution mode corresponding to the position of the burst wheel;

[0025] adjust the current driving torque of each non-flat tire wheel based on the new driving torque corresponding to each non-flat tire wheel.

[0026] Beneficial effects: After the vehicle enters a stable state, the driving torque of the non-flat tire wheel is redistributed according to the position of the flat tire and the additional yaw torque, so that the vehicle runs more smoothly, and the control method is less limited by the current working condition of the vehicle, does not affect the driving intention of the driver, and can ensure smoother driving.

[0027] In an optional embodiment, the vehicle condition information parameter includes the total driving torque of the vehicle; based on the vehicle condition information parameter and the second additional yaw moment, and according to the torque distribution mode corresponding to the position of the flat tire, the new driving torque corresponding to each non-flat tire wheel is determined, including:

[0028] Determine the vertical load of each non-flat tire wheel based on the vehicle condition information parameter, and obtain the torque distribution coefficient of each non-flat tire wheel according to the vertical load;

[0029] Based on the position of the flat tire, determine a third wheel located on the same side of the vehicle as the flat tire, and determine a fourth wheel located on the opposite side of the vehicle as the flat tire; the third wheel and the fourth wheel are both non-flat tire wheels;

[0030] Based on the product of the difference between the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the third wheel, the new driving torque corresponding to the third wheel is calculated;

[0031] Based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel, the new driving torque corresponding to the fourth wheel is calculated.

[0032] Beneficial effects: According to the total driving torque, the second additional yaw, and the vertical load of each non-flat tire wheel, the new driving torque of each non-flat tire wheel is calculated to redistribute the driving torque of each non-flat tire wheel, so that the vehicle runs more smoothly and the vehicle has the ability to continue driving or slow down and stop.

[0033] In an optional embodiment, after the vehicle enters a stable state, the method further includes:

[0034] Determine the collapse height of the flat tire wheel based on the vehicle condition information parameter;

[0035] Based on the sum of the actual suspension height and the collapse height of the flat tire wheel, the target suspension height is calculated;

[0036] Adjust the current suspension height of the vehicle to the target suspension height.

[0037] Beneficial effects: After the vehicle enters a stable state, the vehicle chassis level is adjusted by adjusting the suspension height of the vehicle, so as to slow down the vehicle roll angle and reduce the load of the tire burst wheel to a certain extent.

[0038] In an optional embodiment, the vehicle condition information parameter includes a current vehicle speed, and the vehicle includes an electric power steering system; based on the vehicle condition information parameter, the steering assist torque of the vehicle is adjusted, including:

[0039] determining a calibration steering assist torque corresponding to the current vehicle speed, and calculating a target steering assist torque according to the product of the calibration steering assist torque and a preset attenuation coefficient;

[0040] using the electric power steering system to reduce the current steering assist torque of the vehicle to the target steering assist torque.

[0041] Beneficial effects: By using the electric power steering system, the steering assist torque of the steering wheel is reduced at the moment of tire burst to prevent the driver from easily misfiring the steering wheel due to panic at the moment of tire burst, but the basic assist function of the steering wheel is retained, the stability of the steering wheel is enhanced, and the purpose of helping to stabilize the vehicle is achieved.

[0042] In an optional embodiment, the vehicle condition information parameter includes the tire pressure of each wheel at different times; based on the collected vehicle condition information parameter, the vehicle tire burst is detected, including:

[0043] According to the tire pressure of each wheel at different times, the tire pressure change rate of each wheel is calculated;

[0044] For each wheel, if the tire pressure change rate of the current wheel is greater than a preset tire pressure change rate, it is determined that the current wheel has a tire burst.

[0045] Beneficial effects: According to the tire pressure change rate calculated according to the tire pressure of each wheel at different times, whether the vehicle has a tire burst is determined, which is convenient for determining the position of the tire burst wheel and timely adjusting the stability of the vehicle.

[0046] In an optional embodiment, after the vehicle enters a stable state, the method further includes:

[0047] prompting the driver that the vehicle has a tire burst, and controlling the vehicle lights to flash to alert surrounding vehicles.

[0048] Beneficial effects: By prompting the driver and alerting surrounding vehicles, the safety of the driver and the drivers of surrounding vehicles is protected.

[0049] In an optional embodiment, after the vehicle enters a stable state, the method further includes:

[0050] According to the intention of the driver, the vehicle is controlled to travel at a reduced speed or to stop at a reduced speed.

[0051] Beneficial effects: the driver can choose to continue driving or slow down and stop according to the surrounding situation, so that the vehicle driving process is more in line with the current driving environment, and the demand of the driver is met.

[0052] In a second aspect, the present application provides a vehicle tire burst control device, comprising:

[0053] A detection module is configured to determine the position of the tire burst wheel after detecting the tire burst of the vehicle based on the collected vehicle condition information parameters.

[0054] A first processing module is configured to adjust the steering assist torque of the vehicle based on the vehicle condition information parameters.

[0055] A second processing module is configured to control the vehicle to enter a stable state with a first target yaw rate based on the vehicle condition information parameters and the offset adjustment mode corresponding to the position of the tire burst wheel.

[0056] A third processing module is configured to adjust the driving torque of the non-tire burst wheel according to the torque distribution mode corresponding to the position of the tire burst wheel and the vehicle condition information parameters after the vehicle enters the stable state.

[0057] In a third aspect, the present application provides a vehicle, comprising a memory and a processor, the memory and the processor are connected to each other in communication, the memory stores computer instructions, and the processor executes the computer instructions to perform the vehicle tire burst control method of the first aspect or any of the corresponding embodiments thereof.

[0058] In a fourth aspect, the present application provides a computer readable storage medium, which stores computer instructions, and the computer instructions are used to make a computer execute the vehicle tire burst control method of the first aspect or any of the corresponding embodiments thereof.

[0059] In a fifth aspect, the present application provides a computer program product, which comprises computer instructions, and the computer instructions are used to make a computer execute the vehicle tire burst control method of the first aspect or any of the corresponding embodiments thereof.

[0060] The beneficial effects of the present application are:

[0061] After detecting the tire burst of the vehicle based on the vehicle condition information parameters, the steering assist torque and the yaw angular velocity of the vehicle are adjusted according to the offset adjustment mode corresponding to the position of the tire burst wheel and the vehicle condition information parameters, so that the vehicle enters a stable state with a small yaw angular velocity, and the driving torque of the non-burst tire wheel is redistributed, the vehicle transient control is cooperated from multiple dimensions, and the real-time performance is high. And not limited by the current working condition of the vehicle, the vehicle can maintain stability and has the ability to smoothly drive at a certain speed after the tire burst, avoiding the occurrence of safety hazards such as rollover and spin of the tire burst vehicle, and improving the safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0062] In order to more clearly illustrate the technical solutions in the specific embodiments or prior art of the present application, the drawings needed in the specific embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0063] Figure 1 It is a flowchart of a vehicle tire burst control method according to an embodiment of the present application;

[0064] Figure 2 It is a structural schematic diagram of a vehicle tire burst processing system according to an embodiment of the present application;

[0065] Figure 3 It is a flowchart of another vehicle tire burst control method according to an embodiment of the present application;

[0066] Figure 4 It is a flowchart of another vehicle tire burst control method according to an embodiment of the present application;

[0067] Figure 5 It is a flowchart of another vehicle tire burst control method according to an embodiment of the present application;

[0068] Figure 6 It is a structural block diagram of a vehicle tire burst device according to an embodiment of the present application;

[0069] Figure 7 It is a hardware structure schematic diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0070] In order to make the purposes, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of the present application.

[0071] According to incomplete statistics, traffic accidents caused by tire burst on domestic expressways account for 70% of the total number of traffic accidents. And, with the improvement of automobile manufacturing level and the improvement of automobile road environment, the automobile driving speed is also gradually improved. When the tire burst occurs during the high-speed driving of the vehicle, it is easy to cause influence on the personal safety of the driver. Since the tire burst occurs instantaneously, improper or untimely handling of the driver will cause serious consequences. How to control the stability after the tire burst has become an urgent safety problem.

[0072] For the vehicle stability control method after the tire burst, the related technology controls the steering system according to the tire burst signal, the steering wheel angle signal, and the like to adjust the yaw rate, so that the vehicle is quickly stabilized, but it is not suitable for all working conditions. The yaw angular velocity can also be taken as a control target to brake each wheel, so that the wheel speed difference of each wheel is less than a threshold value, to control the gradual parking, but the speed reduction parking is not suitable for all working conditions. The mass center can also be transferred to the mass center triangular area of the non-burst tire based on the wheel load after the tire burst, so that the vehicle has the ability to continue driving, but this method cannot realize the transient control of the vehicle stability.

[0073] Therefore, the embodiments of the present application provide a vehicle tire burst control method, which can be used for a four-wheel independent drive vehicle. The stability of the tire burst vehicle is judged, and the braking system, the steering system, the suspension system, and the driving system are controlled in multiple dimensions, so that the vehicle can maintain stability and has the ability to smoothly drive at a certain speed after the tire burst. The occurrence of safety hazards such as rollover and spin of the tire burst vehicle is avoided, and the vehicle safety is improved.

[0074] According to the embodiments of the present application, a vehicle tire burst control method embodiment is provided. It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a group of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0075] In the present embodiment, a vehicle tire burst control method is provided, which can be used for a four-wheel drive vehicle such as a car, Figure 1 The flowchart of the vehicle tire burst control method according to the embodiments of the present application is shown in FIG. 1, which includes the following steps: Figure 1 ​

[0076] Step S101, after detecting the tire burst of the vehicle based on the collected vehicle condition information parameters, the position of the tire burst wheel is determined.

[0077] Specifically, the vehicle condition information parameters include the total driving torque of the vehicle, the current vehicle speed, the actual yaw rate, the tire pressure of each wheel at different times, and the actual suspension height, etc. The parameters can be selectively obtained according to the actual application requirements. As shown in the figure, Figure 2 The embodiment of the present application provides a vehicle tire burst processing system, and the vehicle is configured with an information acquisition module 1 and a tire pressure monitoring module 3. The information acquisition module 1 includes a tire pressure sensor 101, a steering wheel angle sensor 102, a suspension height sensor 103, a wheel speed sensor 104, and a yaw rate sensor 105. Each wheel is configured with a tire pressure sensor 101, and the tire pressure monitoring module 3 mainly includes a tire pressure control unit 302 and a tire pressure and temperature acquisition unit 303, which transmits the tire pressure and temperature information of each tire through wireless frequency. In addition, the air suspension of each wheel is configured with a suspension height sensor 103, which can collect the suspension height information in real time, and facilitate the target control of the suspension height.

[0078] Further, the vehicle is configured with an electronic power steering system (EPS) which is provided with a steering wheel angle sensor 102 to provide information for the target direction judgment of the vehicle. Each wheel of the vehicle is configured with a wheel speed sensor 104 to provide the wheel speed information of the vehicle in real time. The vehicle is configured with a yaw rate sensor 105 to provide the actual yaw rate and longitudinal acceleration information of the vehicle in real time.

[0079] In some optional embodiments, the tire pressure change rate of each wheel can be calculated according to the tire pressure of each wheel at different times. For each wheel, if the tire pressure change rate of the current wheel is greater than the preset tire pressure change rate, it is determined that the current wheel has a tire burst.

[0080] Specifically, referring again to Figure 2 , the tire pressure and temperature acquisition unit 303 collects the tire pressure data of each wheel through the tire pressure sensor 101 and sends the data to the tire pressure control unit 302 in the form of a frequency domain signal. The tire pressure control unit 302 sends the data to the wheel tire pressure judgment unit 201 in the motion domain control module 2 through the CAN bus. The wheel tire pressure judgment unit 201 compares the current tire pressure of the four wheels with the tire pressure of the last period according to the received wheel tire pressure, obtains the tire pressure change rate, identifies the wheel with the largest tire pressure change rate and the change rate greater than the set threshold (which can be 20%), and determines that the wheel has a tire burst. The motion domain control module 2 sends a tire burst signal and determines the position of the tire burst wheel.

[0081] Exemplarily, taking the left front wheel tire burst as an example, if the tire model is 215 / 50R17, the normal tire pressure corresponding to the model is 2.4 bar, after the left front wheel tire burst, the tire pressure of the left front wheel after the burst is 1 bar, the left front wheel tire pressure change rate is calculated as 58%, which is greater than the preset tire pressure change rate 20%, and the tire pressure of the remaining wheels does not change, and the motion field control module 2 judges that the left front wheel has burst.

[0082] In the embodiment of the application, the tire pressure change rate is calculated according to the tire pressure of each wheel at different times to determine whether the vehicle has burst, so as to determine the position of the burst wheel and adjust the stability of the vehicle in time.

[0083] In step S102, the steering assist torque of the vehicle is adjusted based on the vehicle condition information parameters.

[0084] Specifically, after detecting the burst, the steering assist torque of the vehicle can be controlled instantaneously by the vehicle EPS system to preliminarily adjust the stability of the vehicle.

[0085] In step S103, the vehicle is controlled to enter a stable state with a first target yaw rate based on the vehicle condition information parameters and the offset adjustment mode corresponding to the position of the burst wheel.

[0086] Specifically, after detecting the burst, the vehicle electronic stability control system (ESC) is activated in the burst transient state, indicating that the vehicle is currently in an unstable state, and then the stability control is performed by the vehicle braking system. After adjusting the steering assist torque, the vehicle yaw torque also needs to be controlled, as shown in FIG. 4, the torque intervention can be performed by the traction control system (TCS) in the ESC braking control module 4, and the vehicle dynamics control (VDC) in the ESC braking control module 4 controls the braking of the non-burst wheel, and the two jointly control the yaw torque to ensure the stability of the vehicle body. Figure 2

[0087] In step S104, after the vehicle enters the stable state, the driving torque of the non-burst wheel is adjusted according to the torque distribution mode corresponding to the position of the burst wheel and the vehicle condition information parameters.

[0088] Specifically, if the ESC system is not activated or the ESC system changes from the activated state to the inactivated state in the burst transient state, the vehicle is currently in a stable state, at this time Figure 2 As shown in FIG. 5, the distributed drive unit 202 in the motion field control module 2 controls the torque vectoring of the motors of the four wheels of the vehicle.

[0089] ​In some optional embodiments, while adjusting the driving torque of the non-flat tire wheel, the suspension height of the vehicle can also be adjusted based on the vehicle condition information parameter, if the vehicle enters a stable state after the tire burst, Figure 2 The air suspension control module 6 in the vehicle can adjust the suspension height of the vehicle according to the suspension height of each wheel relative to the vehicle body collected by the suspension height sensor 103, and through target suspension height calculation, the vehicle chassis level is adjusted.

[0090] In some optional embodiments, after the vehicle enters a stable state, the driver can also be prompted that the vehicle has a flat tire, and the vehicle lights can be controlled to flash to prompt the surrounding vehicles. For example, after the vehicle enters a stable state, the user is prompted by the instrument text or voice that the wheel has a flat tire, and the double flash is turned on to prompt the surrounding vehicles. By prompting the driver and warning the surrounding vehicles, the safety of the driver and the surrounding vehicle drivers is protected. In addition, after the vehicle enters a stable state, the driving trend of the vehicle can also be controlled according to the intention of the driver.

[0091] The vehicle flat tire control method provided in the embodiment is based on the detection of the vehicle flat tire based on the vehicle condition information parameter, and adjusts the steering assist torque and the yaw angular velocity of the vehicle according to the offset adjustment mode corresponding to the position of the flat tire and the vehicle condition information parameter, so that the vehicle enters a stable state with a small yaw angular velocity, and the driving torque of the non-flat tire wheel is easily redistributed, the vehicle transient control is cooperated from multiple dimensions, and the real-time performance is strong. And not limited by the current working condition of the vehicle, so that the vehicle can maintain stability and have the ability to smoothly travel at a certain speed after the tire burst, avoiding the occurrence of safety hazards such as rollover and spin of the vehicle with a flat tire, and improving the safety of the vehicle.

[0092] A vehicle flat tire control method is provided in the embodiment, which can be used for a vehicle, Figure 3 is a flowchart of the vehicle flat tire control method according to the embodiment of the application, as Figure 3 shown, the flow includes the following steps:

[0093] Step S301, after detecting the vehicle flat tire based on the collected vehicle condition information parameter, the position of the flat tire is determined. For details, please refer to the description of step S101 in the embodiment Figure 1 shown, which will not be repeated here.

[0094] Step S302, adjusting the steering assist torque of the vehicle based on the vehicle condition information parameter.

[0095] Specifically, the vehicle condition information parameter includes the current vehicle speed, the vehicle includes an electric power steering system, and the above step S302 includes:

[0096] Step S3021, determine the calibration steering assist torque corresponding to the current vehicle speed, and calculate the target steering assist torque according to the product of the calibration steering assist torque and the preset attenuation coefficient.

[0097] Specifically, after the vehicle EPS system receives the tire burst signal, the steering assist torque enters the speed-dependent degradation state, and the target steering assist torque is the calibration steering assist torque corresponding to the current vehicle speed * the preset attenuation coefficient. For example, when the vehicle runs at a speed of 50 km / h, Figure 2 The EPS steering control module 5 in the vehicle receives the tire burst signal from the motion domain control module 2, and the target steering assist torque is obtained by multiplying the calibration steering assist torque corresponding to the speed of 50 km / h by 0.5.

[0098] Step S3022, use the electric power steering system to reduce the current steering assist torque of the vehicle to the target steering assist torque.

[0099] Specifically, use the EPS steering control module 5 in the vehicle to reduce the current assist torque of the vehicle. Figure 2

[0100] In the embodiments of the present application, the electric power steering system is used to reduce the steering assist torque of the steering wheel at the moment of tire burst to prevent the driver from easily misfiring the steering wheel due to panic at the moment of tire burst, but the basic assist function of the steering wheel is retained, the stability of the steering wheel is enhanced, and the purpose of helping to stabilize the vehicle is achieved.

[0101] Step S303, based on the vehicle condition information parameters and the offset adjustment mode corresponding to the position of the tire burst wheel, control the vehicle to enter a stable state with a first target yaw rate.

[0102] Specifically, the vehicle condition information parameters include the actual yaw rate, and the above step S303 includes:

[0103] Step S3031, taking the difference between the actual yaw rate and the first target yaw rate as the adjustment target of the proportional integral adjuster, and calculating the brake torque and the first additional yaw moment.

[0104] Specifically, after the vehicle bursts, the ESC system is activated, and the first target yaw rate can be determined based on the yaw rate that can make the vehicle reach a stable state.

[0105] Specifically, the difference e r = | γ - γ exp |, where γ is the actual yaw rate of the vehicle, and γ exp is the current target yaw rate (here, the first target yaw rate), and when the difference e r is greater than a set threshold, e r ​The adjustment target of the PI regulator is the braking torque T b The current additional yaw torque ΔM (herein referred to as the first additional yaw torque) is calculated by the PI adjustment. For details of the specific implementation process of the PI adjustment, refer to the detailed description of the related art, which will not be described here.

[0106] In step S3032, based on the position of the tire burst wheel, a first wheel located on the same axle as the tire burst wheel is determined, and a second wheel located on the same side of the vehicle as the first wheel is determined.

[0107] Taking the left front wheel tire burst as an example, the first wheel located on the same axle as the tire burst left front wheel is the right front wheel, and the second wheel located on the same side of the vehicle as the first wheel is the right rear wheel.

[0108] Specifically, according to the offset direction of the actual yaw rate and the specific position of the tire burst wheel, a braking force is applied to a certain wheel to adjust the difference e r is less than a first set threshold, which has the effect of adjusting the vehicle from an unstable state to a stable state. At the same time, the wheel load and the ground adhesion coefficient need to be considered. If the braking force exceeds the maximum braking torque T bmax allowed by the ground adhesion, a large enough additional yaw torque ΔM cannot be actually generated, and the drive torque of the corresponding wheel needs to be reduced according to the remaining additional yaw torque.

[0109] Therefore, when the detected braking torque T b is not greater than the maximum braking torque T bmax corresponding to the ground where the vehicle is located, step S3033 is performed; otherwise, step S3034 is performed.

[0110] In step S3033, when it is detected that the braking torque is not greater than the maximum braking torque corresponding to the ground where the vehicle is located, a braking torque is applied to the second wheel to adjust the vehicle from the actual yaw rate to the first target yaw rate, so that the vehicle enters a stable state.

[0111] Exemplarily, taking the left front wheel tire burst as an example, after the left front wheel tire burst, the instantaneously increased rolling resistance will cause the vehicle to generate a counterclockwise yaw torque due to the tire burst, resulting in a left deviation of the vehicle. If the braking torque T b is not greater than the maximum braking torque T bmax allowed by the ground adhesion where the vehicle is located, only a braking torque T b is applied to the right rear wheel, which can generate a clockwise yaw torque to adjust the counterclockwise yaw torque generated by the tire burst, so that the vehicle is no longer deviated and is in a stable state.

[0112] Step S3034, when detecting that the brake torque is greater than the maximum brake torque, applying the maximum brake torque to the second wheel, reducing the drive torque of the first wheel based on the first additional yaw moment, adjusting the vehicle from the actual yaw angular velocity to the first target yaw angular velocity, and controlling the vehicle to enter a stable state.

[0113] Illustratively, taking the left front wheel tire burst as an example, after the left front wheel tire burst, the instantaneously increased rolling resistance will cause the vehicle to generate a counterclockwise yaw torque due to the tire burst, causing the vehicle to deviate to the left. If the brake torque T b is greater than the maximum brake torque T bmax allowed by the ground adhesion where the vehicle is located, it is necessary to reduce the torque of the tire burst coaxial right front wheel and apply the maximum brake torque T bmax to the right rear wheel to generate a clockwise yaw moment to adjust the counterclockwise yaw moment generated by the tire burst, so that the vehicle no longer deviates and is stable. It should be noted that the yaw moment generated above = the moment of inertia of the vehicle mass center * yaw angular acceleration, and the deviation angle is the yaw angular velocity, and after derivation, it is the yaw angular acceleration.

[0114] In the embodiments of the present application, the difference between the actual yaw angular velocity and the first target yaw angular velocity is taken as the control target to obtain the brake torque and the first additional yaw moment. Since the ground where the vehicle is located has a maximum brake torque that it can allow, if the brake torque applied to the wheel exceeds the maximum brake torque, it is easy to cause the wheel to slip, which is not conducive to the stability of the vehicle. Therefore, in the present embodiment, when the brake torque is not greater than the maximum brake torque corresponding to the ground where the vehicle is located, the second wheel to which the brake torque needs to be applied is determined according to the position of the tire burst wheel, and the brake torque is applied to the second wheel to control the yaw angular velocity of the vehicle to enter a stable state; when the brake torque is greater than the maximum brake torque, in addition to applying the maximum brake torque to the second wheel, the drive torque of the first wheel on the same axle as the tire burst wheel is also reduced, and the two work together to control the yaw angular velocity of the vehicle and adjust the yaw moment of the vehicle, so that the vehicle no longer deviates and is stable.

[0115] In some optional embodiments, the vehicle includes an ESC system, the ESC includes a TCS system and a VDC system, the VDC system in the ESC system is used to apply the brake torque to the second wheel, and the TCS in the ESC is used to reduce the drive torque of the first wheel based on the additional yaw moment.

[0116] Illustratively, if the left front wheel bursts, the vehicle deviates to the left, the TCS reduces the torque of the tire burst coaxial right front wheel, and the VDC applies a brake torque to the right rear wheel on the non-burst side to jointly control the yaw moment of the vehicle.

[0117] Exemplarily, if the right front wheel is punctured, the vehicle is deviated to the right, the TCS system reduces the torque of the punctured coaxial left front wheel, and the VDC system applies brake torque to the right rear wheel on the non-puncture side, to jointly control the yaw moment of the vehicle.

[0118] Exemplarily, if the left rear wheel is punctured, the vehicle is deviated to the left, the TCS system reduces the torque of the punctured coaxial right rear wheel, and the VDC system applies brake torque to the right front wheel on the non-puncture side, to jointly control the yaw moment of the vehicle.

[0119] Exemplarily, if the right rear wheel is punctured, the vehicle is deviated to the right, the TCS system reduces the torque of the punctured coaxial left rear wheel, and the VDC system applies brake torque to the left front wheel on the non-puncture side, to jointly control the yaw moment of the vehicle.

[0120] It should be noted that the specific vehicle deviation direction can be determined according to the yaw rate collected by the yaw rate sensor 105 in the vehicle lateral rate sensor 105, and the yaw rate is positive, indicating that the vehicle is deviated to the left, and the yaw rate is negative, indicating that the vehicle is deviated to the right. Figure 2

[0121] In the embodiment of the application, the TCS system and the VDC system in the ESC brake control module 4 jointly control the yaw moment, so that the vehicle changes from a non-steady state to a steady state, and the existing resources of the vehicle are fully utilized, and the instantaneousness of the vehicle steady state control is improved without introducing redundant control systems.

[0122] Step S304, after the vehicle enters the steady state, the suspension height of the vehicle is adjusted based on the vehicle condition information parameters, the driving torque of the non-puncture wheel is adjusted according to the torque distribution mode corresponding to the position of the punctured wheel and the vehicle condition information parameters, and the driving tendency of the vehicle is controlled according to the driver's intention.

[0123] Specifically, the vehicle condition information parameters include the actual yaw rate and the actual suspension height of each wheel, and the above step S304 includes:

[0124] Step S3041, based on the vehicle condition information parameters, the collapse height of the punctured wheel is determined.

[0125] Exemplarily, according to the tire model carried by the vehicle, the collapse height of the punctured tire is calculated as 0.01*tire section width*flat ratio-puncture tire thickness 30mm (calibration amount) 。

[0126] Step S3042, based on the sum of the actual suspension height and the collapse height of the punctured wheel, the target suspension height is calculated, and the current suspension height of the vehicle is adjusted to the target suspension height.

[0127] Specifically, the target suspension height = the actual suspension height of the punctured wheel collected by the height sensor + the collapse height of the punctured tire.​Figure 2 After the air suspension control module 6 adjusts the tire blowout wheel suspension to the target suspension height, if the height difference between the left and right sides is less than the second set threshold, the height adjustment is stopped.

[0128] │(Current height of left front wheel + Current height of left rear wheel) — (Current height of right front wheel + Current height of right rear wheel)│≤8mm (Second set threshold) + Height of tire collapse after blowout.

[0129] In this embodiment, after the vehicle reaches a stable state, the vehicle chassis level is adjusted by adjusting the suspension height, thereby reducing the vehicle's roll angle and mitigating the load on the blown tire to some extent. Simultaneously, the shock absorber stiffness can be increased, further improving the steady-state driving stability after a tire blowout.

[0130] Step S3043: Using the preset vehicle two-degree-of-freedom model and vehicle condition information parameters, determine the second target yaw rate, and based on the second target yaw rate and the actual yaw rate, determine the second additional yaw moment.

[0131] Specifically, by Figure 2 The motion domain control module 2 shown calculates the current target yaw rate γexp (referring to the second target yaw rate) based on the vehicle's two-degree-of-freedom model, performs closed-loop control with the actual yaw rate collected by the yaw rate sensor 105, and then performs feedforward control with the steering wheel angle collected by the steering wheel angle sensor 102 to calculate the increment of the current additional yaw torque ΔM (referring to the second additional yaw moment). For details, please refer to the relevant technical description. The implementation method is briefly described below.

[0132] In some alternative implementations, based on the vehicle's two-degree-of-freedom model, it can be seen that:

[0133]

[0134] In the formula, a and b are the distances from the vehicle's center of gravity to the front and rear axles, respectively, and F... yf F yr δ represents the lateral forces on the front and rear wheels of the vehicle, respectively. f This refers to the steering angle of the front wheels.

[0135] Furthermore, when the vehicle is in a stable state, according to the tire model:

[0136] F yf =k f α f F yr =k r α r

[0137] In the formula, k f kr are the cornering stiffness of the front and rear wheels, respectively, a f , a r are the cornering angles of the front and rear wheels, respectively. In addition, the vehicle cornering angle is related to the yaw rate and the mass cornering angle as follows:

[0138]

[0139] Further, the two-degree-of-freedom differential motion equation is derived according to the above formula as follows:

[0140]

[0141] where m is the curb mass, v x represents the vehicle mass center running speed. It should be noted that when the vehicle is in a steady state, and are both 0, the target yaw rate can be derived as follows:

[0142]

[0143] where L is the wheelbase, and K is the stability factor. Due to the limitation of the ground adhesion limit, the maximum value of the target yaw rate γ max needs to satisfy:

[0144]

[0145] where μ is the road adhesion coefficient, g is the acceleration of gravity, and λ is the safety factor, generally taken as 0.85.

[0146] In some optional factual ways, the accessory yaw torque can be solved according to the yaw rate sliding film control, and the two-degree-of-freedom model derived Considering the additional yaw torque, the transformation is as follows:

[0147]

[0148] where I z represents the moment of inertia. Further, according to the sliding film control, first define the deviation as follows:

[0149] e r = γ - γ exp

[0150]

[0151] Further, the sliding film surface s γ is defined as follows:

[0152]

[0153] where cγ is the relative weight coefficient between the error and the error rate. The sliding film adopts the equal-speed approaching method, i.e.

[0154] Therefore, the additional yaw moment is deduced as:

[0155]

[0156] In step S3044, based on the vehicle state information parameter and the second additional yaw moment, a new driving torque corresponding to each non-flat tire wheel is determined according to a torque distribution mode corresponding to the position of the flat tire wheel.

[0157] In some optional embodiments, the vehicle state information parameter includes a total driving torque of the vehicle, and the step S3044 includes:

[0158] In step a1, the vertical load of each non-flat tire wheel is determined based on the vehicle state information parameter, and a torque distribution coefficient of each non-flat tire wheel is obtained according to the vertical load.

[0159] Specifically, the vertical load of the vehicle dynamics is calculated as follows:

[0160]

[0161] Where m is the total mass, L is the wheelbase, B is the front and rear wheelbase of the vehicle, a and b are the distances from the vehicle mass center to the front and rear axles, h g is the height of the vehicle center of gravity, a x , a y are the longitudinal and lateral accelerations of the vehicle respectively, and g is the acceleration of gravity.

[0162] Specifically, the torque distribution coefficient of the non-flat tire wheel is:

[0163]

[0164] Where F zi is the vertical load on the i-th non-flat tire wheel.

[0165] In step a2, based on the position of the flat tire wheel, a third wheel located on the same side of the vehicle as the flat tire wheel is determined, and a fourth wheel located on the different side of the vehicle from the flat tire wheel is determined; the third wheel and the fourth wheel are both non-flat tire wheels.

[0166] Taking the left front wheel flat tire as an example, the third wheel located on the same side of the vehicle as the flat tire wheel is the left rear wheel, and the fourth wheel located on the different side of the vehicle from the flat tire wheel is the right front wheel and the right rear wheel.

[0167] Step a3, the new driving torque corresponding to the third wheel is calculated based on the product of the difference between the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the third wheel.

[0168] Specifically, the new driving torque T corresponding to the third wheel can be calculated according to the following formula: i :

[0169] T i = P i (T-ΔM)

[0170] Wherein, T i is the new driving torque of the i th non-blowout wheel, and T is the total driving torque of the vehicle.

[0171] Step a4, the new driving torque corresponding to the fourth wheel is calculated based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel.

[0172] Specifically, the new driving torque T corresponding to the fourth wheel can be calculated according to the following formula: i :

[0173] T i = P i (T+ΔM)

[0174] In the embodiments of the present application, the new driving torque of each non-blowout wheel is calculated according to the total driving torque, the second additional yaw, and the vertical load of each non-blowout wheel, so as to redistribute the driving torque of each non-blowout wheel, so that the vehicle runs more smoothly and has the ability to continue driving or slow down and stop.

[0175] Step S3045, the current driving torque of each non-blowout wheel is adjusted based on the new driving torque corresponding to each non-blowout wheel.

[0176] For example, if the left front wheel blows out, part of the driving torque of the non-blowout side right front wheel and right rear wheel is transferred to the left rear wheel, and the driving torque of the left rear wheel is increased.

[0177] For example, if the right front wheel blows out, part of the driving torque of the non-blowout side left front wheel and left rear wheel is transferred to the right rear wheel, and the driving torque of the right rear wheel is increased.

[0178] For example, if the left rear wheel blows out, part of the driving torque of the non-blowout side right front wheel and right rear wheel is transferred to the left front wheel, and the driving torque of the left front wheel is increased.

[0179] For example, if the right rear wheel blows out, part of the driving torque of the non-blowout side left front wheel and left rear wheel is transferred to the right front wheel, and the driving torque of the right front wheel is increased.

[0180] In this embodiment of the application, after the vehicle enters a stable state, by Figure 2 The distributed drive unit 202 redistributes the drive torque to the non-blowout wheels based on the location of the blown tire and the additional yaw torque, making the vehicle ride more smoothly. Related technologies, in a stable vehicle state, apply braking to the motor corresponding to the wheel on the same axle as the blown tire to control the yaw torque, achieving stable gradual deceleration through vehicle slowdown. However, in this embodiment, the control method is less limited by the vehicle's current operating conditions in a steady-state vehicle state, does not affect the driver's driving intentions, ensures smoother driving, and allows the vehicle to continue driving.

[0181] Step S3046: Control the vehicle to slow down or stop according to the driver's intention.

[0182] Specifically, drivers can choose to continue driving or slow down and stop gradually, depending on the surrounding conditions, making the vehicle's driving process more suitable for the current driving environment and meeting the driver's needs.

[0183] The vehicle tire blowout control method provided in this embodiment detects a tire blowout based on vehicle condition information parameters. Then, according to the location of the blowout wheel and the vehicle condition information parameters, it adjusts the vehicle's steering assist torque and yaw rate to bring the vehicle into a stable state. Next, it adjusts the vehicle's suspension height and redistributes the drive torque to the non-blowout wheels. This multi-dimensional control, coordinated with the braking system, steering system, suspension system, and drive system, simultaneously controls the vehicle's driving trend according to the driver's intentions. This ensures that the vehicle maintains stability and has the ability to drive smoothly at a certain speed after a tire blowout, preventing safety hazards such as rollover and fishtailing, and improving vehicle safety.

[0184] The tire blowout control method of the present invention will be described in detail below with reference to a specific application example. This method can be applied to... Figure 2 The vehicle tire blowout handling system shown.

[0185] See you again Figure 2 The vehicle tire blowout handling system consists of an information acquisition module 1, a motion domain controller module 2, a tire pressure monitoring module 3, an ESC braking control module 4, an EPS steering control module 5, an air suspension control module 6, and a tire blowout warning module 7. Through these systems, the system handles tire blowouts, ensuring the vehicle remains stable during the blowout, minimizing the impact on the vehicle's attitude, and simultaneously warning surrounding vehicles, thus protecting the driver's safety.

[0186] Specifically, the information acquisition module of the system can acquire tire pressure, steering wheel angle, yaw rate, suspension height, and wheel speed information of each wheel. The tire pressure monitoring module sends the collected tire pressure to the motion domain controller module. The motion domain controller module can compare the tire pressure information of each wheel, determine whether the wheel is punctured and the location of the punctured wheel, and perform distributed torque driving according to the location of the punctured wheel when the vehicle is in a steady state. The air suspension control module adjusts the level of the vehicle chassis and increases the stiffness of the shock absorber, thereby achieving the purpose of stable driving of the vehicle with a punctured tire.

[0187] If the vehicle is in a non-steady state during the tire puncture transient state, the ESC brake control module of the system brakes or limits the torque of the corresponding wheel according to the yaw rate offset direction of the vehicle, and the EPS control module of the system reduces the assist torque, thereby achieving the purpose of stability control of the vehicle in the tire puncture transient state.

[0188] The system provides a tire puncture prompt. The driver is prompted by instrument light or voice, and surrounding vehicles are prompted to avoid by double flashing.

[0189] As shown in Figure 4 , the execution steps of the above system are as follows:

[0190] Step S1, collect vehicle condition information parameters.

[0191] As shown in Figure 5 , the vehicle speed information, tire pressure information, steering wheel angle signal, and actual yaw rate are acquired.

[0192] Step S2, determine whether the vehicle is in a tire puncture state.

[0193] Referring again to Figure 5 , the motion domain controller receives the tire pressure information of each wheel through the tire pressure monitoring module, compares the tire pressure change rate of each wheel, and determines that the vehicle is punctured when the tire pressure change rate of each wheel is greater than a threshold value. The tire puncture signal and the location of the punctured wheel are sent out.

[0194] Step S3, if the tire is punctured, adjust the stability of the vehicle according to the information parameters of the vehicle condition.

[0195] Referring again to Figure 5, the tire burst transient state, the non-steady state vehicle stability control. Vehicle tire burst transient state, the ESC brake system according to the actual yaw rate offset direction, determine the vehicle offset direction, and then according to the target yaw rate and actual yaw rate difference and the threshold value of the vehicle stability control. If the ESC is activated, the tire burst transient state vehicle is in a non-steady state, and the ESC is activated. If the ESC is not activated, the tire burst transient state vehicle is in a stable state. After the ESC is activated or the tire burst transient state vehicle is in a stable state, the motion domain controller controls the distributed torque drive control of the tire burst steady state.

[0196] Step S4, tire burst transient state, according to the speed, steering wheel angle information, control EPS adjustment steering assist torque, enhance the stability of the steering wheel.

[0197] Again, refer to Figure 5 , the EPS system receives the tire burst signal, and the steering assist torque enters the speed degradation state, that is, the current speed of the assist torque * attenuation coefficient, improves the stability of the steering wheel, and prevents the driver from easily misfiring.

[0198] Step S5, tire burst transient state, through VDC, TCS to distribute brake force, limit torque to keep the vehicle in a steady state.

[0199] Again, refer to Figure 5 , the stability control of the vehicle in the tire burst transient state is the ESC according to the position of the tire burst tire, combined with the ground adhesion coefficient, to determine the torque limit of the motor on the non-burst side of the coaxial wheel, and the brake control of the motor on the non-burst side of the non-coaxial wheel, to generate a control yaw moment, for eliminating the additional yaw moment generated by the difference between the actual yaw rate and the target yaw rate.

[0200] Step S6, the vehicle is in a steady state, and the air suspension controls the vehicle chassis to be horizontal according to the speed and tire burst information, and adjusts the stiffness of the shock absorber to improve the vehicle handling stability.

[0201] Again, refer to Figure 5 , the air suspension rechecks the target height of each wheel according to the tire burst tire collapse value and the information of each suspension height sensor, and completes the adjustment when the tire burst wheel reaches the target suspension height and the height difference between the left and right sides of the vehicle is less than the threshold value. By adjusting the vehicle level control, the load of the tire burst tire is reduced, the tire damage is delayed, and the vehicle runs more smoothly. When the vehicle is leveled synchronously, the stiffness of the shock absorber is adjusted to improve the driving stability of the tire burst.

[0202] Step S7, the vehicle is in a steady state, and the distributed drive is performed through the torque control of the remaining wheel edge motor to realize the steady state driving or slow and stable parking of the vehicle.

[0203] Again, refer toFigure 5 The stability control of the vehicle in the steady state of the tire burst includes the tire burst transient state or the steady state under the ESC control, and the motion domain controller performs the distributed torque vector control. The motor part torque of the two wheels on the non-burst side is transferred to the motor of the non-coaxial wheel on the same side of the burst wheel by considering the road adhesion coefficient and the motor driving torque factor, so that the vehicle has the ability to travel at a certain speed in the steady state.

[0204] Step S8, prompting the user to burst and making a tire burst prompt.

[0205] Specifically, when the vehicle is in a tire burst state, a tire burst prompt is issued, the driver is prompted by instrument light or voice, and other vehicles in the surrounding are prompted by double flash light.

[0206] The present application improves the safety and stability of the vehicle at the moment of tire burst through multi-dimensional vehicle coordination control, so that the vehicle can maintain stability and have the ability to travel smoothly at a certain speed after tire burst.

[0207] The present application identifies whether the vehicle is in a tire burst state by judging whether the tire pressure change rate is greater than a threshold value, determines the stability adjustment through multiple dimensions after tire burst, including ESC stability control in the non-steady state of the tire burst moment and EPS reduction of steering assist torque. The motion domain controller of the vehicle adjusts the chassis level and the shock absorber stiffness by distributed control of the torque of the remaining wheel edge motor after the vehicle is stable, improves the vehicle handling stability, and thus achieves the effect of traveling at a certain speed after the vehicle is controlled to maintain stability after tire burst.

[0208] In the embodiment, a vehicle tire burst control device is also provided, which is used to implement the above-mentioned embodiments and preferred embodiments, and will not be described again. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware, or a combination of software and hardware is also possible and contemplated.

[0209] The embodiment provides a vehicle tire burst control device, as shown in Figure 6 , comprising:

[0210] The detection module 601 is configured to determine the position of the tire burst wheel after detecting the tire burst of the vehicle based on the collected vehicle condition information parameters;

[0211] The first processing module 602 is configured to adjust the steering assist torque of the vehicle based on the vehicle condition information parameters;

[0212] The second processing module 603 is configured to control the vehicle to enter a stable state with a first target yaw rate based on the vehicle condition information parameters and an offset adjustment mode corresponding to the position of the tire burst wheel.

[0213] The third processing module 604 is configured to adjust the driving torque of the non-flat tire wheel according to the torque distribution mode corresponding to the position of the flat tire wheel and the vehicle condition information parameter after the vehicle enters the stable state.

[0214] In some optional embodiments, the vehicle condition information parameter includes the tire pressure of each wheel at different time points; and the detection module 601 is further configured to:

[0215] According to the tire pressure of each wheel at different time points, the tire pressure change rate of each wheel is calculated;

[0216] For each wheel, if the tire pressure change rate of the current wheel is greater than a preset tire pressure change rate, it is determined that the current wheel has a flat tire.

[0217] In some optional embodiments, the vehicle condition information parameter includes the current vehicle speed, and the vehicle includes an electric power steering system; and the first processing module 602 is further configured to:

[0218] determine a calibrated steering assist torque corresponding to the current vehicle speed, and calculate a target steering assist torque according to the product of the calibrated steering assist torque and a preset attenuation coefficient;

[0219] reduce the current steering assist torque of the vehicle to the target steering assist torque by using the electric power steering system.

[0220] In some optional embodiments, the vehicle condition information parameter includes an actual yaw rate; and the second processing module 603 is further configured to:

[0221] take the difference between the actual yaw rate and the first target yaw rate as the adjustment target of a proportional-integral adjuster, and calculate the brake torque and the first additional yaw moment;

[0222] determine a first wheel located on the same axle as the flat tire wheel based on the position of the flat tire wheel, and determine a second wheel located on the same side of the vehicle as the first wheel;

[0223] when it is detected that the brake torque is not greater than the maximum brake torque corresponding to the ground on which the vehicle is located, apply the brake torque to the second wheel to adjust the actual yaw rate to the first target yaw rate, and control the vehicle to enter the stable state;

[0224] or, when it is detected that the brake torque is greater than the maximum brake torque, apply the maximum brake torque to the second wheel, reduce the driving torque of the first wheel based on the first additional yaw moment, adjust the actual yaw rate to the first target yaw rate, and control the vehicle to enter the stable state.

[0225] In some optional embodiments, the vehicle comprises an electronic stability control system, the electronic stability control system comprising a traction control system and a vehicle dynamics control system; the second processing module 603 is further configured to:

[0226] applying a brake torque on the second wheel by using the vehicle dynamics control system in the electronic stability control system;

[0227] reducing the drive torque of the first wheel based on the first additional yaw moment by using the traction control system in the electronic stability control system.

[0228] In some optional embodiments, after the vehicle enters the stable state, the third processing module 604 is further configured to:

[0229] determining a collapse height of the tire burst wheel based on the vehicle condition information parameter;

[0230] calculating a target suspension height based on a sum of the actual suspension height and the collapse height of the tire burst wheel;

[0231] adjusting the current suspension height of the vehicle to the target suspension height.

[0232] In some optional embodiments, the vehicle condition information parameter comprises an actual yaw rate; the third processing module 604 is further configured to:

[0233] determining a second target yaw rate by using a preset two-degree-of-freedom model of the vehicle and the vehicle condition information parameter, and determining a second additional yaw moment based on the second target yaw rate and the actual yaw rate;

[0234] determining new drive torques corresponding to each non-tire-burst wheel based on the vehicle condition information parameter and the second additional yaw moment, and according to a torque distribution mode corresponding to the position of the tire burst wheel;

[0235] adjusting the current drive torques of each non-tire-burst wheel based on the new drive torques corresponding to each non-tire-burst wheel.

[0236] In some optional embodiments, the vehicle condition information parameter comprises a total drive torque of the vehicle; the third processing module 604 is further configured to:

[0237] determining vertical loads of each non-tire-burst wheel based on the vehicle condition information parameter, and obtaining torque distribution coefficients of each non-tire-burst wheel according to the vertical loads;

[0238] determining a third wheel located on the same side of the vehicle as the tire burst wheel and a fourth wheel located on different sides of the vehicle as the tire burst wheel based on the position of the tire burst wheel; the third wheel and the fourth wheel are both non-tire-burst wheels;

[0239] The new driving torque corresponding to the third wheel is calculated based on the product of the difference between the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the third wheel;

[0240] The new driving torque corresponding to the fourth wheel is calculated based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel.

[0241] In some optional embodiments, the third processing module 604 is further configured to:

[0242] After the vehicle enters the stable state, the driver is prompted that the vehicle is in a tire burst state, and the vehicle light is controlled to flash to prompt surrounding vehicles.

[0243] In some optional embodiments, after the vehicle enters the stable state, the third processing module 604 is further configured to:

[0244] According to the driver's intention, the vehicle is controlled to travel at a reduced speed or to stop.

[0245] Further function descriptions of the above-mentioned various modules and units are the same as those of the corresponding embodiments, and will not be described here.

[0246] The vehicle tire burst control device in the embodiment is presented in the form of a functional unit. The unit herein refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and a memory executing one or more software or fixed programs, and / or other devices that can provide the above-mentioned functions.

[0247] The embodiment of the present application also provides a vehicle having the above-mentioned Figure 6 vehicle tire burst control device.

[0248] Please refer to Figure 7 , Figure 7 is a structural schematic diagram of a vehicle according to an optional embodiment of the present application, as shown in Figure 7As shown, the vehicle includes one or more processors 10, memory 20, and interfaces 50 for connecting the various components, including high speed interfaces and low speed interfaces. The various components communicate over a bus that can be implemented as a shared bus, a point-to-point bus, or a combination thereof. The various components can be mounted on a common main board or in other manners as desired. The processor(s) can process instructions for execution within the vehicle, including instructions stored in memory or on storage to display graphical information for a GUI on an external input / output device, such as a display device coupled to an interface. In some alternative implementations, multiple processors and / or multiple buses can be used in conjunction with multiple memories and multiple storage devices. Figure 7 The processor 10 is used as an example.

[0249] The processor 10 can be a central processing unit, a network processing unit, or a combination thereof. The processor 10 can further include a hardware chip. The hardware chip can be an application specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device can be a complex programmable logic device, a field programmable logic device, a general array logic, or any combination thereof.

[0250] The memory 20 stores instructions executable by the at least one processor 10 to cause the at least one processor 10 to perform the methods illustrated in the above embodiments.

[0251] The memory 20 can include a program storage area and a data storage area. The program storage area can store an operating system, application programs required by at least one function, and the like. The data storage area can store data created according to the use of the vehicle, and the like. In addition, the memory 20 can include a high speed random access memory, and can further include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid state memory device. In some alternative implementations, the memory 20 can optionally include a memory disposed remotely from the processor 10, which can be connected to the vehicle through a network. Examples of the network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0252] The memory 20 can include a volatile memory, such as a random access memory, and can also include a non-volatile memory, such as a flash memory, a hard disk, or a solid state disk. The memory 20 can further include a combination of the above types of memories.

[0253] The vehicle further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30, and the output device 40 can be connected by a bus or in other manners, Figure 7The bus connection is an example.

[0254] The input device 30 can receive inputted digital or character information, as well as generate key signal inputs related to user settings and function controls of the vehicle, such as a touch screen. The output device 40 can include a display device, an auxiliary lighting device (e.g., LED), and a haptic feedback device (e.g., a vibration motor), among others. The display device includes, but is not limited to, a liquid crystal display, a light emitting diode, a display, and a plasma display. In some alternative embodiments, the display device can be a touch screen.

[0255] The embodiments of the present application also provide a computer readable storage medium, the method according to the embodiments of the present application can be implemented in hardware, firmware, or recorded in a storage medium, or stored in a remote storage medium or a non-transitory machine readable storage medium and downloaded from a network and stored in a local storage medium, so that the method described herein can be processed by such software on a storage medium using a general purpose computer, a special purpose processor, or programmable or special purpose hardware. Among them, the storage medium can be random access memory, flash memory, hard disk or solid state disk, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that the computer, processor, microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code, when the software or computer code is accessed and executed by the computer, processor or hardware, the method shown in the above embodiments is implemented.

[0256] Part of the present application can be applied as a computer program product, for example, computer program instructions, when executed by a computer, the operation of the computer can invoke or provide the method and / or technical solutions according to the present application. Those skilled in the art should understand that the form of computer program instructions in computer readable medium includes but is not limited to source file, executable file, installation package file, etc., and accordingly, the way of computer program instructions executed by computer includes but is not limited to: the computer directly executes the instructions, or the computer compiles the instructions and then executes the corresponding compiled program, or the computer reads and executes the instructions, or the computer reads and installs the instructions and then executes the corresponding installed program. Here, the computer readable medium can be any available computer readable storage medium or communication medium accessible to the computer.

[0257] Although the embodiments of the present application are described in conjunction with the accompanying drawings, various modifications and changes can be made by those skilled in the art without departing from the spirit and scope of the present application, and such modifications and changes fall within the scope defined by the appended claims.

Claims

1. A vehicle blowout control method characterized by, The method comprises: after detecting a tire burst of a vehicle based on collected vehicle condition information parameters, determining a tire burst wheel position; adjusting a steering assist torque of the vehicle based on the vehicle condition information parameters; controlling the vehicle to enter a stable state with a first target yaw rate based on the vehicle condition information parameters and an offset adjustment mode corresponding to the tire burst wheel position; after the vehicle enters the stable state, adjusting a driving torque of a non-burst tire based on a torque distribution mode corresponding to the tire burst wheel position and the vehicle condition information parameters; the vehicle condition information parameters comprise an actual yaw rate; and the controlling the vehicle to enter the stable state with the first target yaw rate based on the vehicle condition information parameters and the offset adjustment mode corresponding to the tire burst wheel position comprises: taking a difference between the actual yaw rate and the first target yaw rate as an adjustment target of a proportional-integral adjuster to calculate a brake torque and a first additional yaw moment; based on the tire burst wheel position, determining a first wheel located on the same axle as the tire burst wheel and determining a second wheel located on the same side of the vehicle as the first wheel; when detecting that the brake torque is not greater than a maximum brake torque corresponding to a ground on which the vehicle is located, applying the brake torque to the second wheel to adjust the vehicle from the actual yaw rate to the first target yaw rate and control the vehicle to enter the stable state; or, when detecting that the brake torque is greater than the maximum brake torque, applying the maximum brake torque to the second wheel, reducing a driving torque of the first wheel based on the first additional yaw moment, adjusting the vehicle from the actual yaw rate to the first target yaw rate, and controlling the vehicle to enter the stable state.

2. The method of claim 1, wherein, The vehicle comprises an electronic stability control system, and the electronic stability control system comprises a traction control system and a vehicle dynamics control system; and the applying the brake torque to the second wheel comprises: applying the brake torque to the second wheel by using the vehicle dynamics control system in the electronic stability control system; the reducing the driving torque of the first wheel based on the first additional yaw moment comprises: reducing the driving torque of the first wheel based on the first additional yaw moment by using the traction control system in the electronic stability control system.

3. The method of claim 1, wherein, The vehicle condition information parameters comprise an actual yaw rate. The adjusting the driving torque of the non-burst tire based on the torque distribution mode corresponding to the tire burst wheel position and the vehicle condition information parameters comprises: determining a second target yaw rate by using a preset two-degree-of-freedom vehicle model and the vehicle condition information parameters, and determining a second additional yaw moment based on the second target yaw rate and the actual yaw rate; determining a new driving torque corresponding to each non-burst tire based on the vehicle condition information parameters and the second additional yaw moment and according to the torque distribution mode corresponding to the tire burst wheel position; and adjusting a current driving torque of each non-burst tire based on the new driving torque corresponding to each non-burst tire.

4. The method of claim 3, wherein, The vehicle condition information parameter comprises total driving torque of the vehicle; the new driving torque corresponding to each non-flat tire wheel is determined based on the vehicle condition information parameter and the second additional yaw moment, and in a torque distribution mode corresponding to the position of the flat tire wheel, comprising: The vertical load of each non-flat tire wheel is determined based on the vehicle condition information parameter, and the torque distribution coefficient of each non-flat tire wheel is obtained according to the vertical load; Based on the position of the flat tire wheel, a third wheel located on the same side of the vehicle as the flat tire wheel is determined, and a fourth wheel located on the different side of the vehicle as the flat tire wheel is determined; the third wheel and the fourth wheel are both non-flat tire wheels; The new driving torque corresponding to the third wheel is calculated based on the product of the difference between the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the third wheel; The new driving torque corresponding to the fourth wheel is calculated based on the product of the sum of the total driving torque and the second additional yaw moment and the torque distribution coefficient corresponding to the fourth wheel.

5. The method of claim 1, wherein, After the vehicle enters a stable state, the method further comprises: Based on the vehicle condition information parameter, the collapse height of the flat tire wheel is determined; The target suspension height is calculated based on the sum of the actual suspension height and the collapse height of the flat tire wheel; The current suspension height of the vehicle is adjusted to the target suspension height.

6. The method of claim 1, wherein, The vehicle condition information parameter comprises the current vehicle speed, and the vehicle comprises an electric power steering system; the steering assist torque of the vehicle is adjusted based on the vehicle condition information parameter, comprising: The calibration steering assist torque corresponding to the current vehicle speed is determined, and the target steering assist torque is calculated according to the product of the calibration steering assist torque and a preset attenuation coefficient; The current steering assist torque of the vehicle is reduced to the target steering assist torque by using the electric power steering system.

7. The method according to any one of claims 1 to 6, characterized in that, The vehicle condition information parameter comprises the tire pressure of each wheel at different time; the vehicle flat tire is detected based on the collected vehicle condition information parameter, comprising: The tire pressure change rate of each wheel is calculated according to the tire pressure of each wheel at different time; For each wheel, if the tire pressure change rate of the current wheel is greater than a preset tire pressure change rate, it is determined that the current wheel has a flat tire.

8. The method according to any one of claims 1-6, characterized in that, After the vehicle enters a stable state, the method further comprises: The driver is prompted that the vehicle has a flat tire, and the vehicle light is controlled to flash to prompt the surrounding vehicles.

9. The method according to any one of claims 1-6, characterized in that, After the vehicle enters a stable state, the method further comprises: According to the intention of the driver, the vehicle is controlled to slow down or stop.

10. A vehicle blowout control device characterized by comprising: The device comprises: A detection module for determining the position of the flat tire wheel after detecting the vehicle flat tire based on the collected vehicle condition information parameter; A first processing module for adjusting the steering assist torque of the vehicle based on the vehicle condition information parameter; A second processing module for controlling the vehicle to enter a stable state with a first target yaw rate based on the vehicle condition information parameter and an offset adjustment mode corresponding to the position of the flat tire wheel. The third processing module is configured to, after the vehicle enters the stable state, adjust the driving torque of the non-flat tire wheel according to the torque distribution mode corresponding to the flat tire wheel position and the vehicle condition information parameter; The vehicle condition information parameter includes an actual yaw rate; the second processing module is further configured to: Take the difference between the actual yaw rate and the first target yaw rate as the adjustment target of a proportional integral adjuster, and calculate the brake torque and the first additional yaw moment; Determine a first wheel located on the same axle as the flat tire wheel based on the flat tire wheel position, and determine a second wheel located on the same side of the vehicle as the first wheel; When it is detected that the brake torque is not greater than the maximum brake torque corresponding to the ground on which the vehicle is located, apply the brake torque to the second wheel to adjust the vehicle from the actual yaw rate to the first target yaw rate, and control the vehicle to enter the stable state; Or, when it is detected that the brake torque is greater than the maximum brake torque, apply the maximum brake torque to the second wheel, reduce the driving torque of the first wheel based on the first additional yaw moment, adjust the vehicle from the actual yaw rate to the first target yaw rate, and control the vehicle to enter the stable state.

11. A vehicle characterized by comprising: Comprise: A memory and a processor, which are communicatively connected, the memory stores computer instructions, and the processor executes the computer instructions to perform the vehicle tire burst control method in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions for causing a computer to perform the vehicle tire burst control method in any one of claims 1 to 9.

13. A computer program product, characterised in that, The computer instructions are used to cause a computer to perform the vehicle tire burst control method in any one of claims 1 to 9.

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