Tire burst identification method and device, vehicle and storage medium

Abstract

The invention provides a tire burst recognition method and device, a vehicle and a storage medium, the method is applied to the technical field of vehicles, and the method comprises the steps that under the condition that the vehicle is in a driving state, tire burst detection is conducted on the vehicle based on a preset tire model, and a first tire burst detection result is obtained; the tire model is used for describing the six-component characteristics of the tire; performing tire burst detection on the vehicle based on a preset vehicle body stability control model to obtain a second tire burst detection result; the vehicle body stability control model is used for describing the variable quantity of vehicle running state parameters; and judging whether the vehicle has a tire burst risk or not according to the first tire burst detection result and the second tire burst detection result. According to the method, the timeliness, accuracy and comprehensiveness of tire burst event identification can be improved, so that a driver is helped to deal with potential risks in time under the condition of tire burst, and the driving safety is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a method, device, vehicle and storage medium for identifying a tire blowout in the field of vehicles. Background Art

[0002] As the most popular means of transportation, cars provide great convenience for people's daily travel. However, tires of vehicles are prone to blowouts due to high temperatures, abnormal tire pressure, vehicle overload, speeding or excessive tire wear, which poses a serious threat to driving safety.

[0003] In the prior art, a tire pressure monitoring system is installed on a vehicle to monitor tire pressure through sensors and warn the driver when the pressure is lower or higher than the normal range. However, the prior art is only based on tire pressure monitoring and is unable to identify tire blowouts in a timely manner, which in turn causes the driver to be unable to respond to potential risks in a timely manner, affecting driving safety. Summary of the invention

[0004] The present application provides a tire blowout identification method, device, vehicle and storage medium, which can timely identify the tire blowout of the vehicle so as to promptly help the driver deal with potential risks in the event of a tire blowout and improve driving safety.

[0005] In a first aspect, a method for identifying a tire blowout is provided, the method comprising: when a vehicle is in a driving state, performing a tire blowout detection on the vehicle based on a preset tire model to obtain a first tire blowout detection result; the tire model is used to describe the six-component force characteristics of the tire; performing a tire blowout detection on the vehicle based on a preset body stability control model to obtain a second tire blowout detection result; the body stability control model is used to describe the change in vehicle operating state parameters; and judging whether the vehicle has a tire blowout risk by combining the first tire blowout detection result and the second tire blowout detection result.

[0006] In the above technical solution, when the vehicle is in a driving state, the vehicle is respectively detected for tire blowout by using a preset tire model and a preset body stability control model, so as to realize real-time monitoring of the vehicle state based on the six-component force characteristics of the vehicle tire and the change amount of the vehicle running state parameters. The tire model can predict the potential risk of tire blowout in advance by calculating the force and deformation of the tire in real time. The body stability control model can quickly identify the tire blowout event through the sudden change of the vehicle dynamic behavior. The system no longer completely relies on the data of the tire pressure sensor to identify the tire blowout event, and can capture the occurrence of the tire blowout event more quickly, thereby shortening the detection delay and improving the timeliness of identifying the tire blowout event, so as to help the driver deal with potential risks in time in the event of a tire blowout and improve driving safety. Combining the first tire blowout detection result and the second tire blowout detection result, it is judged whether the vehicle has a risk of tire blowout. The first tire blowout detection result (obtained based on the tire model detection) and the second tire blowout detection result (obtained based on the body stability control model detection) can complement each other, which improves the comprehensiveness of tire blowout detection, avoids the possible misjudgment or missed detection problems of a single detection method, improves the accuracy of tire blowout detection, and further improves driving safety.

[0007] In combination with the first aspect, in some possible implementations, after determining whether the vehicle has a tire blowout risk, the method further includes: when it is determined that the vehicle has a tire blowout risk, obtaining a motor rotational transformer signal of a drive motor of the vehicle; based on the motor rotational transformer signal, determining a target wheel in the vehicle that has a tire blowout risk; and based on the tire pressure of the target wheel, verifying whether the vehicle has a tire blowout.

[0008] In the above technical solution, when it is determined that the vehicle has a risk of tire blowout, the target wheel with risk is determined by the motor resolver signal. By analyzing the motor resolver signal, the specific wheel with risk of tire blowout can be accurately located to avoid fuzzy judgment caused by overall monitoring. The tire pressure of the target wheel is used to further verify whether the vehicle has a tire blowout. The characteristic that the tire pressure will change significantly when the wheel has a tire blowout is utilized to realize the use of direct tire pressure sensors to judge tire blowouts. Combined with the indirect tire blowout recognition algorithm, the accuracy of vehicle tire blowout recognition is further improved.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target wheel in the vehicle that has a risk of tire blowout is determined based on the motor resolution signal, including: calculating the theoretical wheel speed of the vehicle based on the motor resolution signal; calculating the wheel speed difference between the actual wheel speed and the theoretical wheel speed of each wheel of the vehicle; and determining the target wheel in the vehicle that has a risk of tire blowout based on the wheel speed difference.

[0010] In the above technical solution, by calculating the difference between the actual wheel speed and the theoretical wheel speed of each wheel, the target wheel with the risk of tire blowout can be quickly located, so as to facilitate the subsequent verification of whether the vehicle has a tire blowout based on the tire pressure of the target wheel, thereby providing timely warning to the driver and improving driving safety.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a tire blowout detection is performed on a vehicle based on a preset tire model to obtain a first tire blowout detection result, including: inputting the vehicle's operating state parameters into the tire model so that the tire model outputs the six-component tire force of each wheel of the vehicle; based on the six-component tire force, determining the rolling radius change of each wheel; based on the rolling radius change, performing a tire blowout detection on the vehicle to obtain a first tire blowout detection result.

[0012] In the above technical solution, the six-component force of each wheel is obtained by inputting the vehicle's operating status parameters into the tire model to determine the rolling radius change of each wheel; the rolling radius change can indirectly reflect the tire pressure, and therefore can indirectly and accurately reflect the change in tire pressure, thereby effectively detecting the risk of tire blowout. The rolling radius change can quickly reflect the significant change in tire pressure, thereby achieving timely warning of tire blowout events and ensuring driving safety.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a tire blowout detection is performed on the vehicle based on the rolling radius change to obtain a first tire blowout detection result, including: separately judging whether the rolling radius change of each wheel is greater than a preset change; when at least one rolling radius change of each wheel is greater than the preset change, determining that the first tire blowout detection result is that the vehicle is at risk of a tire blowout.

[0014] In the above technical solution, by comparing the rolling radius change with the preset change, it is determined that the vehicle has a risk of tire blowout when the rolling radius change is greater than the preset change, which reasonably utilizes the principle that the rolling radius will significantly decrease when a tire blowout occurs, simplifies the identification of tire blowouts and improves the accuracy of identifying tire blowout events. And by comparing the rolling radius change of each wheel with the preset change, considering the possibility that a tire blowout event may occur on any wheel, the accuracy of tire blowout detection is further improved.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a tire blowout detection is performed on the vehicle based on a preset vehicle body stability control model to obtain a second tire blowout detection result, including: inputting the vehicle's operating state parameters into the vehicle body stability control model so that the vehicle body stability control model outputs a change in the operating state parameters; wherein the change in the operating state parameters is a change between the operating state parameters currently input into the vehicle body stability control model and the operating state parameters last input into the vehicle body stability control model; and according to whether the change in the operating state parameters exceeds a preset threshold, a tire blowout detection is performed on the vehicle to obtain a second tire blowout detection result.

[0016] In the above technical solution, the running state parameters of the vehicle are input into the vehicle body stability control model to obtain the change in the running state parameters, and whether the change in the running state parameters exceeds the preset threshold is judged. The sudden change of the parameters can be captured at the moment of tire blowout, so as to make a quick judgment and ensure the timeliness and accuracy of the tire blowout detection results.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when it is determined that the vehicle has a tire blowout, controlling the vehicle to maintain the balance of the entire vehicle; controlling the vehicle to maintain the balance of the entire vehicle, including any one or more of the following: controlling the steering wheel of the vehicle to be locked to a target angle; adjusting the front and rear axle torque distribution ratio of the vehicle based on the tire blowout wheel of the vehicle; adjusting the suspension height of the vehicle based on the tire blowout wheel of the vehicle; determining the target driving force based on the difference between the driving force of the left wheel and the driving force of the right wheel of the vehicle, and increasing the target driving force to the non-flattened wheel on the same side as the tire blowout wheel.

[0018] In the above technical solution, by locking the steering wheel to the target angle, it is possible to effectively prevent the direction from being lost due to driver misoperation or vehicle roll, help the vehicle maintain straight driving or achieve stable steering control, thereby maintaining the balance of the vehicle in the event of a tire blowout and improving driving safety. By adjusting the torque distribution ratio of the front and rear axles of the vehicle, the power imbalance caused by a tire blowout can be compensated, thereby improving the handling and stability of the vehicle. By adjusting the suspension height of the vehicle, the vehicle body can be restored to a horizontal posture to ensure vehicle balance. By increasing the target driving force to the tire wheel that has not blown out on the same side as the tire wheel that has blown out, the lateral torque can be eliminated and the body swing can be reduced.

[0019] In summary, the present application obtains the six-component force of each wheel through a preset tire model to determine the rolling radius change of each wheel. When the rolling radius change is greater than the preset change, it is determined that the vehicle has a risk of tire blowout. The rolling radius change can quickly reflect the significant change in tire pressure, thereby achieving timely warning of tire blowout events and ensuring driving safety. The change in the operating state parameter is obtained through a preset body stability control model, and it is determined whether the change in the operating state parameter exceeds the preset threshold. The sudden change of the parameter can be captured at the moment of tire blowout, so as to make a quick judgment and ensure the timeliness and accuracy of the tire blowout detection result. When it is determined that the vehicle has a risk of tire blowout, the tire pressure of the target wheel with a risk of tire blowout is verified, and the tire blowout event is verified based on the tire pressure of the target wheel with a risk of tire blowout. The tire blowout is judged by using a direct tire pressure sensor, which is combined with an indirect tire blowout recognition algorithm to improve the accuracy of vehicle tire blowout recognition. By locking the steering wheel to the target angle, adjusting the front and rear axle torque distribution of the vehicle, adjusting the suspension height of the vehicle, and increasing the target driving force, the vehicle is automatically controlled to maintain the balance of the whole vehicle, ensuring driving safety.

[0020] In a second aspect, a device for identifying a tire blowout is provided, the device comprising: a first detection module, used to perform a tire blowout detection on the vehicle based on a preset tire model when the vehicle is in a driving state, and obtain a first tire blowout detection result; the tire model is used to describe the six-component force characteristics of the tire; a second detection module, used to perform a tire blowout detection on the vehicle based on a preset body stability control model, and obtain a second tire blowout detection result; the body stability control model is used to describe the change in the vehicle running state parameters; a judgment module, used to combine the first tire blowout detection result and the second tire blowout detection result to determine whether the vehicle has a tire blowout risk.

[0021] In combination with the second aspect, in some possible implementations, the device also includes: a verification module, which is used to obtain a motor rotational transformer signal of a driving motor of the vehicle when it is determined that the vehicle has a risk of tire blowout; based on the motor rotational transformer signal, determine a target wheel in the vehicle that has a risk of tire blowout; and based on the tire pressure of the target wheel, verify whether the vehicle has a tire blowout.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the verification module is specifically used to calculate the theoretical wheel speed of the vehicle based on the motor rotational transformer signal; calculate the wheel speed difference between the actual wheel speed and the theoretical wheel speed of each wheel of the vehicle; and determine the target wheel in the vehicle that has a risk of tire blowout based on the wheel speed difference.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first detection module is specifically used to input the vehicle's operating status parameters into the tire model so that the tire model outputs the six-component tire force of each wheel of the vehicle; based on the six-component tire force, determine the rolling radius change of each wheel; based on the rolling radius change, perform tire blowout detection on the vehicle to obtain a first tire blowout detection result.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first detection module is specifically used to determine whether the rolling radius change of each wheel is greater than a preset change; when there is at least one rolling radius change of each wheel that is greater than the preset change, the first tire blowout detection result is determined to be that the vehicle is at risk of tire blowout.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second detection module is specifically used to input the vehicle's operating state parameters into the body stability control model so that the body stability control model outputs a change in the operating state parameters; wherein the change in the operating state parameters is the change between the operating state parameters currently input into the body stability control model and the operating state parameters last input into the body stability control model; and based on whether the change in the operating state parameters exceeds a preset threshold, the vehicle is subjected to a tire blowout detection to obtain a second tire blowout detection result.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a control module, which is used to control the vehicle to maintain the balance of the whole vehicle when it is determined that the vehicle has a tire blowout; controlling the vehicle to maintain the balance of the whole vehicle, including any one or more of the following: controlling the steering wheel of the vehicle to be locked to a target angle; adjusting the front and rear axle torque distribution ratio of the vehicle based on the tire blowout wheel of the vehicle; adjusting the suspension height of the vehicle based on the tire blowout wheel of the vehicle; determining the target driving force based on the difference between the driving force of the left wheel and the driving force of the right wheel of the vehicle, and adding the target driving force to the non-flattened wheel on the same side as the tire blowout wheel.

[0027] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0029] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic flow chart of a method for identifying a tire blowout provided in an embodiment of the present application.

[0031] Figure 2 It is a schematic diagram of a tire blowout identification process provided in an embodiment of the present application.

[0032] Figure 3 It is a schematic diagram of a tire blowout control process provided in an embodiment of the present application.

[0033] Figure 4 It is a schematic diagram of a vehicle driving force provided in an embodiment of the present application.

[0034] Figure 5 It is a structural schematic diagram of a tire blowout identification device provided in an embodiment of the present application.

[0035] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0036] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0038] In the prior art, a tire pressure monitoring system is installed on a vehicle. The tire pressure monitoring system monitors the tire pressure through a pressure sensor installed in the tire and warns the driver when the pressure is lower or higher than the normal range. The prior art is based only on tire pressure monitoring and cannot identify the tire blowout in time, which results in the driver being unable to respond to potential risks in time, affecting driving safety.

[0039] Based on this, the present application proposes a tire blowout identification method to timely identify a tire blowout of a vehicle, so as to help the driver deal with potential risks in a timely manner in the event of a tire blowout and improve driving safety.

[0040] Figure 1 1 is a schematic flow chart of a tire blowout identification method provided in an embodiment of the present application. The method is applied to a vehicle.

[0041] For example, Figure 1 As shown, the method 100 includes: Step 101, when the vehicle is in a driving state, a tire blowout detection is performed on the vehicle based on a preset tire model to obtain a first tire blowout detection result; the tire model is used to describe the six-component force characteristics of the tire; Step 102, performing tire blowout detection on the vehicle based on a preset vehicle body stability control model to obtain a second tire blowout detection result; the vehicle body stability control model is used to describe the change in the vehicle running state parameter; Step 103 , combining the first tire blowout detection result and the second tire blowout detection result to determine whether the vehicle has a tire blowout risk.

[0042] exist Figure 1 In the embodiment shown, when the vehicle is in a driving state, the vehicle is respectively subjected to tire blowout detection by a preset tire model and a preset body stability control model, so as to realize real-time monitoring of the vehicle state based on the six-component force characteristics of the vehicle tire and the change amount of the vehicle running state parameters. The tire model can predict the potential risk of tire blowout in advance by calculating the force and deformation of the tire in real time. The body stability control model can quickly identify the tire blowout event through the sudden change of the vehicle dynamic behavior. The system no longer completely relies on the data of the tire pressure sensor to identify the tire blowout event, and can capture the occurrence of the tire blowout event more quickly, thereby shortening the detection delay and improving the real-time performance of identifying the tire blowout event, so as to timely help the driver deal with potential risks in the event of a tire blowout and improve driving safety. Combining the first tire blowout detection result and the second tire blowout detection result, it is judged whether the vehicle has a tire blowout risk. The first tire blowout detection result (obtained based on the tire model detection) and the second tire blowout detection result (obtained based on the body stability control model detection) can complement each other, thereby improving the comprehensiveness of the tire blowout detection, avoiding the misjudgment or missed detection problems that may exist in a single detection method, improving the accuracy of the tire blowout detection, and further improving driving safety.

[0043] Below Figure 1 The specific implementation of each step in the embodiment shown is described in detail: In step 101, it can be determined whether the vehicle is currently in a driving state by the vehicle speed. Specifically, a vehicle speed sensor can be provided in the vehicle, and the vehicle speed currently collected by the sensor can be obtained to determine whether the vehicle speed is greater than a preset speed (the preset speed is, for example, 0.5 km / h). If it is determined that the vehicle speed is greater than the preset speed, it is determined that the vehicle is currently in a driving state.

[0044] The preset tire model is specifically the UniTire tire model (Universal Tire Mod), which is based on the tire brush model theory and combines an exponential function (E exponential form) to describe the six-component force characteristics of the tire.

[0045] The six forces of a tire specifically include the following six components: Longitudinal force (Fx): force along the direction of the vehicle's forward movement, related to braking or driving. Lateral force (Fy): force perpendicular to the direction of the vehicle's forward movement, related to steering and sideslip. Overturning moment (Mx): moment around the longitudinal axis of the wheel, related to the deformation of the tire sidewall. Self-aligning moment (My): moment around the lateral axis of the wheel, related to the self-positioning ability of the tire. Rolling resistance moment (Mz): moment around the wheel's rotation axis, related to the tire's rolling resistance. Sideslip angle-related forces and moments (Mc): additional forces and moments caused by tire side slip. These forces and moments together determine the dynamic behavior of the tire.

[0046] After determining that the vehicle is currently in a driving state, the six-component force characteristics of the vehicle tire can be obtained based on the tire model, and the tire state can be detected based on the six-component force characteristics to determine whether the vehicle has a tire blowout risk and obtain a first tire blowout detection result. The first tire blowout detection result specifically includes two situations: the vehicle has a tire blowout risk and the vehicle does not have a tire blowout risk.

[0047] In one possible implementation, a tire blowout detection is performed on a vehicle based on a preset tire model to obtain a first tire blowout detection result, including: inputting the vehicle's operating state parameters into the tire model so that the tire model outputs the six-component tire forces of each wheel of the vehicle; based on the six-component tire forces, determining the rolling radius change of each wheel; based on the rolling radius change, performing a tire blowout detection on the vehicle to obtain a first tire blowout detection result.

[0048] The operating state parameters may include steering wheel angle, vehicle speed, wheel radius, wheel angular velocity, yaw angular velocity, acceleration, road adhesion coefficient and other parameters.

[0049] After determining that the vehicle is in a driving state, the running state parameters of the vehicle can be obtained. Specifically, a steering wheel of the vehicle can be provided with an angle sensor, and the steering wheel angle collected by the angle sensor on the steering wheel can be directly obtained. A wheel speed sensor can be provided on the wheel of the vehicle, and the wheel speed collected by the wheel speed sensor can be obtained, and the vehicle speed can be calculated based on the wheel speed; or, a GPS module (Global Position System) can be provided in the vehicle, and the instantaneous speed of the vehicle can be directly obtained using the GPS module. The wheel radius is usually a known calibration parameter and can be obtained from the vehicle specifications. An angular velocity sensor (usually installed near the wheel bearing) can be provided on the wheel of the vehicle, and the wheel angular velocity collected by the angular velocity sensor can be directly obtained. A gyroscope sensor can also be provided in the vehicle, which is usually integrated in an inertial measurement unit, and the rotation speed of the vehicle around the vertical axis collected by the gyroscope sensor can be obtained to obtain the yaw angular velocity. An accelerometer sensor can also be integrated in the inertial measurement unit, and the acceleration of the vehicle collected by the accelerometer sensor can be obtained. The road adhesion coefficient can be obtained by combining the above-mentioned multiple parameters.

[0050] Figure 2 It is a schematic diagram of a tire blowout identification process provided in an embodiment of the present application.

[0051] For example, Figure 2 As shown in the figure, after the operating state parameters such as steering wheel angle, vehicle speed, wheel radius, wheel angular velocity, yaw angular velocity, acceleration and road adhesion coefficient are obtained, the operating state parameters are input into the UniTire tire model. The UniTire tire model calculates and outputs the six components of the tire force of each wheel of the vehicle based on the steering wheel angle, vehicle speed, wheel radius, wheel angular velocity, yaw angular velocity, acceleration and road adhesion coefficient.

[0052] After obtaining the six-component force of each wheel of the vehicle, the rolling radius change of each wheel is calculated based on the six-component force of each wheel. Specifically, a tire deformation model can be established to describe the relationship between the six-component force of the tire and the tire deformation. The effect of the six-component force is analyzed, and the influence of each force in the six-component force on the rolling radius is calculated respectively, and the total dynamic deformation is superimposed to obtain the rolling radius change.

[0053] As an implementation method, the influence coefficient of each force in the six components of the tire on the roller radius can be obtained based on the established tire deformation model. Each force in the six components of the tire is multiplied by its respective influence coefficient to obtain the change in rolling radius caused by each force, and the change in rolling radius caused by each force is superimposed to obtain the change in rolling radius.

[0054] Exemplarily, the influence coefficient corresponding to the longitudinal force (Fx) is determined to be k1, the influence coefficient corresponding to the lateral force (Fy) is determined to be k2, the influence coefficient corresponding to the overturning moment (Mx) is determined to be k3, the influence coefficient corresponding to the righting moment (My) is determined to be k4, the influence coefficient corresponding to the rolling resistance moment (Mz) is determined to be k5, and the influence coefficient corresponding to the force and moment related to the sideslip angle (M) is determined to be k6. Then, the longitudinal force (Fx) causes a change in the rolling radius ΔR1=k1*(Fx), the lateral force (Fy) causes a change in the rolling radius ΔR2=k2*(Fy), the overturning moment (Mx) causes a change in the rolling radius ΔR3=k3*(Mx), the righting moment (My) causes a change in the rolling radius ΔR4=k4*(My), the rolling resistance moment (Mz) causes a change in the rolling radius ΔR5=k5*(Mz), and the force and moment related to the sideslip angle (Mc) causes a change in the rolling radius ΔR6=k6*(Mc). The rolling radius change ΔR=ΔR1+ΔR2+ΔR3+ΔR4+ΔR5+ΔR6.

[0055] In the above embodiment, the six components of the tire force of each wheel of the vehicle are obtained. For each of the six components of the tire force of each wheel, the rolling radius change of the wheel can be calculated based on the above method.

[0056] It is understandable that when the vehicle is in motion, the wheels are in a rolling state, and at this time the wheels have a rolling radius. The rolling radius refers to the effective distance from the center of the wheel to the point of contact with the ground when the wheel is in a normal rolling state. The rolling radius is affected by many factors, such as tire pressure, vehicle load, and road conditions. The six-component force of the tire can represent the current force state of the wheel under the influence of various factors. Therefore, based on the six-component force of the tire, the change in the current rolling radius of the wheel compared to the initial rolling radius (usually the wheel radius) due to the influence of various factors can be determined, that is, the above-mentioned rolling radius change.

[0057] The six-component force of the tire can reflect the actual stress state of the wheel under the influence of multiple factors such as tire pressure, vehicle load, and road conditions. The change in rolling radius calculated based on the six-component force of the tire can indirectly reflect the state of tire pressure. When a vehicle has a tire blowout, the tire pressure will decrease significantly, and this change will intuitively cause a change in the rolling radius. Therefore, by monitoring the change in rolling radius, the vehicle can be tested for tire blowouts and the first tire blowout detection result can be obtained.

[0058] In the above method, the six-component force of each wheel is obtained by inputting the vehicle's operating status parameters into the tire model to determine the rolling radius change of each wheel; the rolling radius change can indirectly reflect the tire pressure, and therefore can indirectly and accurately reflect the change in tire pressure, thereby effectively detecting the risk of tire blowout. The rolling radius change can quickly reflect the significant change in tire pressure, thereby achieving timely warning of tire blowout events and ensuring driving safety.

[0059] In one possible implementation, a tire blowout detection is performed on the vehicle based on a rolling radius change to obtain a first tire blowout detection result, including: separately determining whether the rolling radius change of each wheel is greater than a preset change; and determining that the first tire blowout detection result is that the vehicle is at risk of a tire blowout when at least one rolling radius change among the rolling radius changes of each wheel is greater than the preset change.

[0060] The preset variation refers to the upper limit of a reasonable range of the variation of the rolling radius of the wheel under normal driving conditions. When the variation of the rolling radius of a wheel is greater than the preset variation, it can be determined that the wheel has a risk of tire blowout.

[0061] Different models of tires have significant differences in parameters such as material, size, and structure, and these parameters usually directly affect the change characteristics of the rolling radius. Since vehicles of different models or different vehicles of the same model may be equipped with different models of tires, different vehicles may be set with different preset change amounts. The embodiments of the present application do not specifically limit the preset change amount.

[0062] In the above embodiment, the rolling radius change of each wheel of the vehicle is calculated, and it is necessary to compare the rolling radius change of each vehicle with the preset change to determine whether there is a wheel among the wheels of the vehicle whose rolling radius change is greater than the preset change.

[0063] When it is determined that the rolling radius change amount of at least one wheel among the wheels is greater than the preset change amount, it can be determined that the vehicle has a tire blowout risk. At this time, the first tire blowout detection result is that the vehicle has a tire blowout risk.

[0064] When it is determined that there is no wheel among the wheels whose rolling radius variation is greater than the preset variation, it can be determined that the vehicle has no tire blowout risk. In this case, the first tire blowout detection result is that the vehicle has no tire blowout risk.

[0065] For example, the preset change amount of the current vehicle is 5mm, and the vehicle includes four wheels: wheel 1, wheel 2, wheel 3 and wheel 4. Assuming that the calculated rolling radius change amount of wheel 1 is 4mm, the rolling radius change amount of wheel 2 is 5mm, the rolling radius change amount of wheel 3 is 4mm, and the rolling radius change amount of wheel 4 is 6mm, it can be judged in sequence that the rolling radius change amount of wheel 4, 6mm, is greater than the preset change amount of 5mm, and wheel 4 has a risk of tire blowout, then it can be determined that the first tire blowout detection result is that the vehicle has a risk of tire blowout.

[0066] In the above method, by comparing the rolling radius change with the preset change, it is determined that the vehicle has a risk of tire blowout when the rolling radius change is greater than the preset change, which reasonably utilizes the principle that the rolling radius will significantly decrease when a tire blowout occurs, simplifies tire blowout identification and improves the accuracy of identifying tire blowout events. And by comparing the rolling radius change of each wheel with the preset change, considering the possibility that a tire blowout event may occur on any wheel, the accuracy of tire blowout detection is further improved.

[0067] In step 102, the vehicle body stability control model may be a mathematical model based on vehicle dynamics theory and control algorithm, which is used to describe the change in the vehicle's operating state parameters and predict the dynamic behavior of the vehicle under different driving conditions. The vehicle body stability control model may also monitor and analyze the change in the vehicle's operating state parameters (such as yaw rate, lateral acceleration, etc.), evaluate the vehicle stability in real time, and ensure the vehicle's stability by adjusting the vehicle's braking force, driving force, or steering torque parameters in real time.

[0068] After determining that the vehicle is currently in a driving state, the vehicle body stability control model can be used to obtain a change in the vehicle's operating state parameters, and the vehicle body stability can be determined based on the change in the operating state parameters to detect the tire state, determine whether the vehicle has a tire blowout risk, and obtain a second tire blowout detection result. The second tire blowout detection result also includes two situations: the vehicle has a tire blowout risk and the vehicle does not have a tire blowout risk.

[0069] It is understandable that when a vehicle has a tire blowout, the contact area between the wheel and the ground is significantly reduced or completely loses adhesion, resulting in the tire being unable to provide sufficient friction to maintain normal driving of the vehicle, which in turn causes vehicle instability. Therefore, based on the stability of the vehicle body, the status of the tire can be detected to determine whether the vehicle is at risk of a tire blowout.

[0070] In a possible implementation, a tire blowout detection is performed on a vehicle based on a preset vehicle body stability control model to obtain a second tire blowout detection result, including: inputting the vehicle's operating state parameters into the vehicle body stability control model so that the vehicle body stability control model outputs a change in the operating state parameters; wherein the change in the operating state parameters is a change between the operating state parameters currently input into the vehicle body stability control model and the operating state parameters last input into the vehicle body stability control model; and according to whether the change in the operating state parameters exceeds a preset threshold, performing a tire blowout detection on the vehicle to obtain a second tire blowout detection result.

[0071] The operating state parameters may include parameters such as steering wheel angle, vehicle speed, wheel radius, wheel angular velocity, yaw angular velocity, acceleration and slip rate.

[0072] The method for obtaining parameters such as steering wheel angle, vehicle speed, wheel radius, wheel angular velocity, yaw angular velocity, acceleration, etc. is as shown in the above embodiment, and will not be repeated here. The vehicle speed obtained in the above embodiment can be recorded as the actual vehicle speed.

[0073] The slip rate can be calculated based on the actual vehicle speed and the theoretical vehicle speed, and the rotation speed of the drive motor can be obtained, and the theoretical vehicle speed of the vehicle can be calculated based on the rotation speed. For example, in the above embodiment, the theoretical wheel speed of the wheel is calculated based on the rotation speed of the drive motor, and the theoretical wheel speed can be converted into a linear speed, and the obtained linear speed is used as the theoretical vehicle speed.

[0074] As an implementation method, the difference between the theoretical vehicle speed v1 and the actual vehicle speed v2 can be divided by the absolute value of the actual vehicle speed v2 to obtain the slip rate S. For example, if the theoretical vehicle speed v1 is 15 m / s and the actual vehicle speed v2 is 13 m / s, the difference between the two is 2 m / s, and the slip rate S=2 / 13≈0.154.

[0075] like Figure 2 As shown, after obtaining the operating state parameters such as steering wheel angle, vehicle speed, wheel radius, wheel angular velocity, yaw angular velocity, acceleration and slip rate, the operating state parameters are input into the body stability control model. The body stability control model can subtract the operating state parameters input last time from the currently input operating state parameters to obtain the change in the operating state parameters and output it.

[0076] In some embodiments, the variation of the yaw angle may also be obtained based on the yaw angular velocity, and the variation of the operating state parameter output by the vehicle body stability control model also includes the variation of the yaw angle.

[0077] After obtaining the change in the running state parameter, the change in the running state parameter can be compared with a preset threshold value, which includes the maximum change in each running state parameter when the vehicle is running stably, and the change in the running state parameter greater than the preset threshold value is obtained. The stability of the vehicle is analyzed based on the change in the running state parameter greater than the preset threshold value, and when it is determined that the vehicle is unstable, it is determined that the vehicle has a risk of tire blowout.

[0078] As an implementation method, vehicle instability after a tire blowout usually leads to a sudden change in specific parameters, such as a sudden increase in slip rate, excessive change in yaw angle, excessive change in steering wheel angle, etc. Therefore, it is possible to determine whether the vehicle has a risk of a tire blowout based on the change in specific parameters in the operating state parameters. Specifically, it is possible to determine that the vehicle is unstable, i.e., the vehicle has a risk of a tire blowout, when at least one change in the change in specific parameters is greater than its corresponding preset threshold. At this time, it can be determined that the second tire blowout detection result is that the vehicle has a risk of a tire blowout.

[0079] In the above method, the running state parameters of the vehicle are input into the vehicle body stability control model to obtain the change of the running state parameters, and it is judged whether the change of the running state parameters exceeds the preset threshold value. The sudden change of the parameters can be captured at the moment of tire blowout, so as to make a quick judgment and ensure the timeliness and accuracy of the tire blowout detection results.

[0080] In step 103, the first tire blowout detection result includes information on whether the vehicle is at risk of a tire blowout, and the second tire blowout detection result also includes information on whether the vehicle is at risk of a tire blowout. Figure 2 As shown, the first tire blowout detection result and the second tire blowout detection result can be combined to comprehensively determine whether the vehicle has a tire blowout risk.

[0081] As in the above embodiment, the first tire blowout detection result and the second tire blowout detection result both include two situations: the vehicle has a tire blowout risk and the vehicle does not have a tire blowout risk. Then, when the first tire blowout detection result is that the vehicle has a tire blowout risk, and / or the second tire blowout detection result is that the vehicle has a tire blowout risk, it can be determined that the vehicle has a tire blowout risk. When the first tire blowout detection result and the second tire blowout detection result are both that the vehicle does not have a tire blowout risk, it can be determined that the vehicle does not have a tire blowout risk.

[0082] In one possible implementation, after determining whether the vehicle has a tire blowout risk, the method further includes: when it is determined that the vehicle has a tire blowout risk, obtaining a motor rotational transformer signal of a drive motor of the vehicle; based on the motor rotational transformer signal, determining a target wheel in the vehicle that has a tire blowout risk; and based on the tire pressure of the target wheel, verifying whether the vehicle has a tire blowout.

[0083] The motor resolver signal is an electrical signal generated by a resolver disposed in the drive motor and is used to measure the angular position and angular velocity of the rotor of the drive motor.

[0084] When it is determined that the vehicle has a risk of tire blowout, the vehicle can obtain the angular position and angular velocity signals of the rotor of the drive motor from the resolver sensor of the drive motor to obtain a motor resolver signal.

[0085] After obtaining the motor resolver signal, the wheel-related parameters can be calculated based on the motor resolver signal, and the target wheel with a risk of tire blowout in the vehicle can be determined based on the calculated wheel-related parameters. Specifically, the wheel affected by the tire blowout can be identified by comparing the relevant parameters of each wheel, thereby determining the target wheel with a risk of tire blowout.

[0086] It is understandable that the drive motor is used to output driving force to the wheels of the vehicle, so there is a certain correlation between the resolver signal of the drive motor and the wheel-related parameters, and the above wheel-related parameters can be inferred based on the resolver signal of the drive motor. When a wheel of the vehicle has a tire blowout, the relevant parameters of the wheel will be affected by the tire blowout, so the target wheel with a risk of tire blowout in the vehicle can be determined based on the wheel-related parameters.

[0087] When a wheel of a vehicle has a tire blowout, the tire pressure of the wheel will drop significantly. Therefore, after determining the target wheel with a risk of tire blowout, the tire pressure of the target wheel can be obtained to verify whether the target wheel has actually had a tire blowout. Each wheel of the vehicle can be provided with a tire pressure detection sensor, and the tire pressure currently collected by the tire pressure detection sensor in the target wheel can be obtained.

[0088] The step of verifying whether the target wheel has actually had a tire blowout may include: comparing the obtained tire pressure with the preset tire pressure, and determining whether the obtained tire pressure is less than the preset tire pressure. If it is determined that the tire pressure is less than the preset tire pressure, it can be determined that the target wheel has had a tire blowout. If it is determined that the tire pressure is greater than or equal to the preset tire pressure, it can be determined that the target wheel has not had a tire blowout. The preset tire pressure may be the minimum tire pressure when the wheel has not had a tire blowout under normal driving conditions of the vehicle.

[0089] In the above method, when it is determined that the vehicle has a risk of tire blowout, the target wheel with risk is determined by the motor resolver signal. By analyzing the motor resolver signal, the specific wheel with risk of tire blowout can be accurately located to avoid fuzzy judgment caused by overall monitoring. The tire pressure of the target wheel is used to further verify whether the vehicle has a tire blowout. The characteristic that the tire pressure will change significantly when the wheel has a tire blowout is used to realize the use of direct tire pressure sensors to judge tire blowouts. Combined with the indirect tire blowout recognition algorithm, the accuracy of vehicle tire blowout recognition is further improved.

[0090] In one possible implementation, a target wheel in the vehicle that has a risk of tire blowout is determined based on a motor resolver signal, including: calculating a theoretical wheel speed of the vehicle based on the motor resolver signal; calculating a wheel speed difference between an actual wheel speed and a theoretical wheel speed of each wheel of the vehicle; and determining a target wheel in the vehicle that has a risk of tire blowout based on the wheel speed difference.

[0091] As in the above embodiment, the motor resolver signal includes the angular velocity signal of the rotor of the drive motor, and the wheel-related parameter may specifically be the wheel speed. Then, the rotation speed of the rotor of the drive motor may be first calculated based on the angular velocity signal of the rotor of the drive motor, and the theoretical wheel speed of the wheel may be calculated based on the rotation speed of the rotor of the drive motor. Specifically, the angular velocity of the rotor of the drive motor may be substituted into the following formula (1) to calculate the rotation speed of the rotor of the drive motor: (1) n in formula (1) m is the rotor speed of the drive motor, is the angular velocity of the rotor of the drive motor.

[0092] There is a transmission ratio between the drive motor and the wheel, which is used to describe the proportional relationship between the rotation speed of the drive motor rotor and the wheel rotation speed. The theoretical wheel speed of the wheel can be calculated based on the transmission ratio and the rotation speed of the drive motor rotor. For example, if the transmission ratio i is equal to the rotation speed of the drive motor rotor divided by the theoretical wheel speed, the theoretical wheel speed can be obtained by dividing the rotation speed of the drive motor rotor by the transmission ratio i.

[0093] For example, the angular velocity of the rotor of the drive motor is 500 rad / s (radians per second), and the transmission ratio is 10, then the angular velocity Substituting 500 rad / s into formula (1), we can calculate the rotor speed n of the drive motor. m = (500 / 2π) * 60 ≈ 4775 RPM (revolutions per minute). The speed of the rotor of the drive motor is n m = divided by the transmission ratio i, to get the theoretical wheel speed n w =4775 / 10=477.5RPM.

[0094] Each wheel of the vehicle may be provided with a wheel speed sensor, and the actual wheel speed of each wheel is obtained by acquiring the current wheel speed collected by the wheel speed sensor of each wheel. The absolute value of the difference obtained by subtracting the theoretical wheel speed calculated above from the actual wheel speed of each wheel is used as the wheel speed difference between the actual wheel speed and the theoretical wheel speed of each wheel.

[0095] For example, the vehicle includes wheel 1, wheel 3, wheel 3 and wheel 4, and the actual wheel speed of wheel 1 is 477RPM, the actual wheel speed of wheel 2 is 476RPM, the actual wheel speed of wheel 3 is 478RPM, and the actual wheel speed of wheel 4 is 510RPM. It can be calculated that the wheel speed difference of wheel 1 is 0.5RPM, the wheel speed difference of wheel 2 is 1.5RPM, the wheel speed difference of wheel 3 is 0.5RPM, and the wheel speed difference of wheel 4 is 33RPM.

[0096] As an implementation method, the wheel speed difference of each wheel can be compared with a preset wheel speed difference, and the wheel with a wheel speed difference greater than the preset wheel speed difference can be determined as a target wheel with a risk of tire blowout. The preset wheel speed difference is the maximum difference between the actual wheel speed and the theoretical wheel speed of the wheel when the wheel is not blown out, which is set in advance.

[0097] It is understandable that when the vehicle is driving normally, the wheel speeds of the wheels are usually consistent or fluctuate within a small range, so the difference between their actual wheel speeds and theoretical wheel speeds will also be relatively small and close. When a wheel of the vehicle has a tire blowout, the actual wheel speed of the wheel with the blowout may deviate significantly from the theoretical wheel speed due to the reduction of the rolling radius or other factors, causing the wheel speed difference to exceed the preset wheel speed difference. Therefore, the target wheel with a risk of tire blowout in the vehicle can be identified by the wheel speed difference.

[0098] For example, the preset wheel speed difference is 20RPM. By comparing the wheel speed difference of each wheel with the preset wheel speed difference, it can be determined that the wheel speed difference of wheel 1, 33RPM, is greater than the preset wheel speed difference of 20RPM, and wheel 4 can be determined as the target wheel with a risk of tire blowout. Then, the tire pressure of wheel 4 can be obtained to verify whether wheel 4 actually has a tire blowout.

[0099] In the above method, by calculating the difference between the actual wheel speed and the theoretical wheel speed of each wheel, the target wheel with the risk of tire blowout can be quickly located, so as to facilitate the subsequent verification of whether the vehicle has a tire blowout based on the tire pressure of the target wheel, thereby providing timely warning to the driver and improving driving safety.

[0100] At the moment of a tire blowout, the vehicle will lose balance, and the driver often finds it difficult to quickly control the vehicle, which can easily lead to serious accidents such as rollover and collision. Based on this, the present application also provides a control method for maintaining the balance of the vehicle when it is determined that the vehicle has a tire blowout. The following embodiment describes this situation in detail: In one possible implementation, the method also includes: when it is determined that the vehicle has a tire blowout, controlling the vehicle to maintain the balance of the entire vehicle; controlling the vehicle to maintain the balance of the entire vehicle, including any one or more of the following: controlling the steering wheel of the vehicle to be locked to a target angle; adjusting the front and rear axle torque distribution ratio of the vehicle based on the tire blowout wheel of the vehicle; adjusting the suspension height of the vehicle based on the tire blowout wheel of the vehicle; determining the target driving force based on the difference between the driving force of the left wheel and the driving force of the right wheel of the vehicle, and adding the target driving force to the non-flattened wheel on the same side as the tire blowout wheel.

[0101] Determining whether a vehicle has a tire blowout includes two methods: determining whether the vehicle has a tire blowout based on a tire blowout risk and determining whether the vehicle has a tire blowout based on a verification result.

[0102] When the first tire blowout detection result is that there is a risk of tire blowout, it can correspond to the first risk value; when the second tire blowout detection result is that there is a risk of tire blowout, it can correspond to the second risk value. When both the first tire blowout detection result and the second tire blowout detection result are that there is a risk of tire blowout, the corresponding risk value of the risk of tire blowout is equal to the first risk value plus the second risk value. When the first tire blowout detection result is that there is a risk of tire blowout, and the second tire blowout detection result is that there is no risk of tire blowout, the corresponding risk value of the risk of tire blowout is equal to the first risk value. When the first tire blowout detection result is that there is no risk of tire blowout, and the second tire blowout detection result is that there is a risk of tire blowout, the corresponding risk value of the risk of tire blowout is equal to the second risk value.

[0103] Considering that the first tire blowout detection result is obtained based on a preset tire model, and the second tire blowout result is obtained based on a preset body stability control model, the tire model can more intuitively reflect the state of the wheel than the body stability control model, and the first risk value can be set to be greater than the second risk value.

[0104] Determining whether a vehicle has a tire blowout based on the tire blowout risk includes: judging whether the risk value of the current vehicle having a tire blowout risk is greater than a preset threshold, and determining that the vehicle has a tire blowout when it is determined that the risk value is greater than the preset threshold. The preset threshold may be greater than the first risk value, for example. That is, when both the first tire blowout detection result and the second tire blowout detection result show that there is a tire blowout risk, it is determined that the vehicle has a tire blowout. After determining that the vehicle has a tire blowout based on the tire blowout risk, redundant verification based on tire pressure may no longer be performed, thereby improving the real-time performance of tire blowout detection.

[0105] In one implementation, after obtaining the first tire blowout detection result and the second tire blowout detection result, redundant verification can be performed based on tire pressure to further improve the accuracy of tire blowout detection. The verification method for redundant verification based on tire pressure is as described above: based on the tire pressure of the target wheel, verify whether the vehicle has a tire blowout, and the verification results include: verifying that the vehicle has no tire blowout and verifying that the vehicle has a tire blowout. Determining whether the vehicle has a tire blowout based on the verification result includes: when the verification result is that the vehicle has a tire blowout, determining that the vehicle has a tire blowout.

[0106] When a tire blows out, the vehicle body will tilt and swing due to uneven force, causing the vehicle to lose balance. At this time, the lateral stability of the vehicle will drop significantly. If the driver fails to adjust the steering wheel or take appropriate measures in time, the vehicle may deviate from the lane or even lose control.

[0107] When it is determined that the vehicle has a tire blowout, a suitable target angle can be calculated based on the vehicle's current driving state (such as vehicle speed, yaw rate, lateral acceleration, etc.). The determination of the target angle needs to comprehensively consider the vehicle's driving direction and road conditions to ensure that the vehicle can still drive smoothly and does not deviate from the lane after a tire blowout.

[0108] As an implementation method, the steering wheel can be fixed to the calculated target angle through the electronic power steering system or the steering controller of the automatic driving system. Locking the steering wheel to the target angle can effectively prevent the direction from being lost due to driver misoperation or vehicle roll, help the vehicle to maintain straight driving or achieve stable steering control, thereby maintaining the balance of the vehicle in the event of a tire blowout and improving driving safety.

[0109] In some embodiments, when a tire blows out, the wheel with the blown tire cannot output driving force normally, so the blown tire will cause an imbalance in the distribution of the vehicle's driving force. For a four-wheel drive vehicle with independent front and rear axles, the torque distribution ratio of the front and rear axles can also be adjusted according to the position of the wheel with the blown tire (front wheel or rear wheel).

[0110] Figure 3 It is a schematic diagram of a tire blowout control process provided in an embodiment of the present application.

[0111] For example, Figure 3 As shown, a tire blowout event is detected based on a tire model and a vehicle body stability control model, and a tire blowout event is verified based on a vehicle speed estimation model and tire state monitoring, thereby realizing tire blowout identification. In the vehicle speed estimation model, the motor resolver signal is introduced to estimate the vehicle speed, and specifically, the theoretical wheel speed of the wheel can be estimated. The specific tire blowout identification process is as described in the above embodiment, and will not be repeated here.

[0112] After identifying the tire blowout, the identification result is transmitted to the vehicle torque control module. The identification result includes: the vehicle has a tire blowout and the position of the wheel where the tire blowout occurred. The vehicle torque control module also receives the driver's torque demand, which refers to the expected torque value input by the driver through the accelerator pedal. The vehicle torque control module can calculate the vehicle torque demand based on the driver's torque demand, and determine the front and rear axle torque distribution ratio based on the vehicle torque demand. The ESP (Electronic Stability Program) controller intervenes in the torque according to the position of the wheel where the tire blowout occurred, adjusts the front and rear axle torque distribution ratio, and outputs the torque according to the adjusted front and rear axle torque distribution ratio.

[0113] Adjusting the torque distribution ratio between the front and rear axles includes two adjustment methods: when the tire is the front wheel, reduce the front axle torque and increase the rear axle torque to reduce the burden on the front wheel; when the tire is the rear wheel, reduce the rear axle torque and increase the front axle torque to enhance the vehicle's traction and stability. Adjusting the front and rear axle torque distribution ratio can compensate for the power imbalance caused by the tire blowout, thereby improving the vehicle's handling and stability.

[0114] In some embodiments, when a wheel has a flat tire, the tire pressure of the flat tire wheel is significantly reduced or even completely lost, causing the tire of the flat tire wheel to deform and the rolling radius to decrease. The reduced rolling radius of the flat tire wheel will reduce the height of the vehicle body on the side of the flat tire wheel, destroying the balance of the whole vehicle. At this time, the height of the vehicle body suspension can also be adjusted according to the position of the flat tire wheel (left wheel or right wheel, front wheel or rear wheel) to compensate for the body tilt caused by the flat tire.

[0115] like Figure 3 As shown, the recognition result is also transmitted to the suspension height control module. After the suspension height control module determines that the vehicle has a tire blowout based on the recognition result, it adjusts the vehicle suspension height according to the position of the wheel where the tire blowout occurred.

[0116] Adjusting the vehicle body suspension height specifically includes: raising the suspension height on the side of the tire bursting wheel to restore the vehicle body to a horizontal posture, and / or lowering the suspension height on the side of the tire not bursting wheel to restore the vehicle body to a horizontal posture. The adjusted height can be determined based on the rolling radius change of the tire bursting wheel.

[0117] When the suspension height is only raised on the side of the tire that has a flat tire, the raised height is equal to the change in rolling radius. When the suspension height is only lowered on the side of the wheel that has not had a flat tire, the lowered height is equal to the change in rolling radius. When the suspension height is raised on the side of the tire that has a flat tire and lowered on the side of the wheel that has not had a flat tire, the raised height plus the lowered height is equal to the change in rolling radius.

[0118] In some embodiments, the suspension height control module may also obtain the front and rear axle torque distribution of the vehicle, and may also combine the front and rear axle torque distribution of the vehicle when adjusting the vehicle suspension height according to the position of the wheel with a tire blowout.

[0119] It is understandable that the torque distribution between the front and rear axles will indirectly affect the suspension height adjustment. Specifically, when the torque distribution between the front and rear axles changes, the longitudinal or lateral load of the vehicle will be redistributed. For example, when accelerating, if more torque is distributed to the rear axle, the load on the rear axle will increase and the load on the front axle will decrease, causing the vehicle to lift its head. In other words, the greater the torque distributed, the more the suspension will be compressed, and the suspension height will be reduced; the less torque distributed, the more the suspension will be extended, and the suspension height will be increased. Assuming that the front axle suspension height is to be increased to the target height, based on the torque distribution between the front and rear axles, it is determined that the torque distributed to the front axle has increased. At this time, it can be determined that the front axle suspension will be compressed and the suspension height of the front axle will be reduced. In order to ensure that the front axle suspension is increased to the target height, the change in the front axle suspension height needs to be increased accordingly. Therefore, when adjusting the vehicle suspension height, the torque distribution between the front and rear axles of the vehicle can also be combined.

[0120] In some embodiments, when the suspension height control module adjusts the suspension height, the adjusted position (e.g., front axle or rear axle) is transmitted to the ESP controller, and the ESP controller adjusts the torque distribution between the front and rear axles according to the adjusted suspension position. Specifically, when the ESP controller determines that the suspension adjustment position is the front axle, the torque of the front axle is reduced and the torque of the rear axle is increased. When the ESP controller determines that the suspension adjustment position is the rear axle, the torque of the rear axle is reduced and the torque of the front axle is increased.

[0121] Alternatively, the suspension height control module can also transmit the adjusted suspension height to the ESP controller, which intervenes in the torque based on the adjusted suspension height and the position of the wheel with a tire blowout to adjust the torque distribution between the front and rear axles.

[0122] In some embodiments, when a tire blows, the blown wheel cannot output driving force normally, which will cause the driving force of the left wheel of the vehicle to be different from that of the right wheel. The driving forces output by the wheels on both sides of the vehicle are different, which will generate lateral torque. In order to eliminate the lateral torque, a target driving force can also be added to the non-blown wheel on the same side of the blown wheel.

[0123] Figure 4 It is a schematic diagram of a vehicle driving force provided in an embodiment of the present application.

[0124] For example, Figure 4 As shown in the figure, when the vehicle is driving normally, the driving force of the four wheels is F1, and F1 is in the same direction as the vehicle's driving direction. When the left front wheel of the vehicle has a tire blowout, the left front wheel cannot effectively transmit the driving force due to the loss of tire pressure and the reduction of rolling radius, and its driving force drops significantly or even approaches zero.

[0125] Under normal circumstances, the driving force of the left wheel is equal to the driving force F1 of the left front wheel plus the driving force F1 of the left rear wheel, which is equal to 2F1. Similarly, the driving force of the right wheel is equal to the driving force F1 of the right front wheel plus the driving force F1 of the right rear wheel, which is equal to 2F1. When a tire blows out, there is a certain difference between the driving force of the left wheel and the driving force of the right wheel. For example, when the left front wheel blows out, the driving force of the left front wheel is close to zero, and the difference between the driving force of the left wheel and the driving force of the right wheel is about F1.

[0126] like Figure 4 As shown, the difference in driving force between the left and right sides of the vehicle will generate an unstable yaw moment M on the vehicle, causing the vehicle body to swing.

[0127] Based on the difference F1 of the driving force between the left and right sides of the vehicle, a target driving force F2 can be determined, and the magnitude of F2 must meet the following conditions: adding F2 to the tire that is not flattened on the same side of the tire that has a flat tire can significantly reduce the difference in driving force between the left and right sides, and generate a torque L that offsets the yaw moment M. As an implementation method, the target driving force F2 is equal to the difference F1 of the driving force between the left and right sides.

[0128] like Figure 4 As shown, if the wheel with a flat tire is the left front wheel, the target driving force F2 needs to be increased to the left rear wheel on the same side of the wheel with a flat tire.

[0129] It is understandable that when it is determined that the vehicle has a tire blowout, any one or more of the above four controls can be performed on the vehicle to maintain the balance of the entire vehicle.

[0130] In some embodiments, when it is determined that the vehicle has a tire blowout, the method further includes: generating and displaying a tire blowout prompt message to remind the user that the vehicle has a tire blowout; and / or turning on the vehicle's double flash warning lights to remind the vehicle behind.

[0131] Specifically, when a tire blowout occurs on a vehicle based on the tire pressure detection of the target wheel, a tire blowout prompt message including "the vehicle has a tire blowout" can be generated, and the prompt message can be displayed to the driver through text, icons or voice. When a tire blowout occurs on a vehicle based on the tire pressure detection of the target wheel, the vehicle's double flash warning lights can also be automatically turned on to alert the vehicle behind.

[0132] In the above method, by locking the steering wheel to the target angle, it is possible to effectively prevent the direction from being lost due to driver misoperation or vehicle roll, help the vehicle maintain straight driving or achieve stable steering control, thereby maintaining the balance of the vehicle in the event of a tire blowout and improving driving safety. By adjusting the torque distribution ratio of the front and rear axles of the vehicle, the power imbalance caused by a tire blowout can be compensated, thereby improving the handling and stability of the vehicle. By adjusting the suspension height of the vehicle, the vehicle body can be restored to a horizontal posture to ensure vehicle balance. By increasing the target driving force to the tire that has not blown out on the same side as the tire that has blown out, the lateral torque can be eliminated and the body swing can be reduced.

[0133] In summary, the present application obtains the six-component force of each wheel through a preset tire model to determine the rolling radius change of each wheel. When the rolling radius change is greater than the preset change, it is determined that the vehicle has a risk of tire blowout. The rolling radius change can quickly reflect the significant change in tire pressure, thereby achieving timely warning of tire blowout events and ensuring driving safety. The change in the operating state parameter is obtained through a preset body stability control model, and it is determined whether the change in the operating state parameter exceeds the preset threshold. The sudden change of the parameter can be captured at the moment of tire blowout, so as to make a quick judgment and ensure the timeliness and accuracy of the tire blowout detection result. When it is determined that the vehicle has a risk of tire blowout, the tire pressure of the target wheel with a risk of tire blowout is verified, and the tire blowout event is verified based on the tire pressure of the target wheel with a risk of tire blowout. The tire blowout is judged by using a direct tire pressure sensor, which is combined with an indirect tire blowout recognition algorithm to improve the accuracy of vehicle tire blowout recognition. By locking the steering wheel to the target angle, adjusting the front and rear axle torque distribution of the vehicle, adjusting the suspension height of the vehicle, and increasing the target driving force, the vehicle is automatically controlled to maintain the balance of the whole vehicle, ensuring driving safety.

[0134] Figure 5 It is a structural schematic diagram of a tire blowout identification device provided in an embodiment of the present application.

[0135] For example, Figure 5 As shown, the device 500 includes: The first detection module 501 is used to perform tire blowout detection on the vehicle based on a preset tire model when the vehicle is in a driving state, and obtain a first tire blowout detection result; the tire model is used to describe the six-component force characteristics of the tire; The second detection module 502 is used to perform tire blowout detection on the vehicle based on a preset vehicle body stability control model to obtain a second tire blowout detection result; the vehicle body stability control model is used to describe the change amount of the vehicle running state parameter; The judgment module 503 is used to judge whether the vehicle has a tire blowout risk by combining the first tire blowout detection result and the second tire blowout detection result.

[0136] In one possible implementation, the device also includes: a verification module, which is used to obtain a motor rotational transformer signal of a driving motor of the vehicle when it is determined that the vehicle has a risk of tire blowout; based on the motor rotational transformer signal, determine a target wheel in the vehicle that has a risk of tire blowout; and based on the tire pressure of the target wheel, verify whether the vehicle has a tire blowout.

[0137] In one possible implementation, the verification module is specifically used to calculate the theoretical wheel speed of the vehicle based on the motor resolver signal; calculate the wheel speed difference between the actual wheel speed and the theoretical wheel speed of each wheel of the vehicle; and determine the target wheel in the vehicle that has a risk of tire blowout based on the wheel speed difference.

[0138] In one possible implementation, the first detection module 501 is specifically used to input the vehicle's operating status parameters into the tire model so that the tire model outputs the six-component tire force of each wheel of the vehicle; based on the six-component tire force, determine the rolling radius change of each wheel; based on the rolling radius change, perform tire blowout detection on the vehicle to obtain a first tire blowout detection result.

[0139] In one possible implementation, the first detection module 501 is specifically used to determine whether the rolling radius change of each wheel is greater than a preset change; when at least one rolling radius change among the rolling radius changes of each wheel is greater than the preset change, it is determined that the first tire blowout detection result is that the vehicle is at risk of tire blowout.

[0140] In one possible implementation, the second detection module 502 is specifically used to input the vehicle's operating state parameters into the vehicle body stability control model so that the vehicle body stability control model outputs a change in the operating state parameters; wherein the change in the operating state parameters is a change between the operating state parameters currently input into the vehicle body stability control model and the operating state parameters last input into the vehicle body stability control model; and based on whether the change in the operating state parameters exceeds a preset threshold, the vehicle is subjected to a tire blowout detection to obtain a second tire blowout detection result.

[0141] In one possible implementation, the device also includes: a control module, which is used to control the vehicle to maintain the balance of the whole vehicle when it is determined that the vehicle has a tire blowout; controlling the vehicle to maintain the balance of the whole vehicle includes any one or more of the following: controlling the steering wheel of the vehicle to be locked to a target angle; adjusting the front and rear axle torque distribution ratio of the vehicle based on the tire blowout wheel of the vehicle; adjusting the suspension height of the vehicle based on the tire blowout wheel of the vehicle; determining the target driving force based on the difference between the driving force of the left wheel and the driving force of the right wheel of the vehicle, and adding the target driving force to the non-flattened wheel on the same side as the tire blowout wheel.

[0142] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0143] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a method for identifying a tire blowout.

[0144] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to perform a tire blowout identification method provided in an embodiment of the present application.

[0145] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0146] In the case of dividing each functional module according to each function, the device may also include a first detection module, a second detection module and a judgment module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0147] It should be understood that the device provided in this embodiment is used to execute the above-mentioned tire blowout identification method, and thus can achieve the same effect as the above-mentioned implementation method.

[0148] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0149] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0150] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a tire blowout identification method provided in the above embodiment.

[0151] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a tire blowout identification method provided in the above embodiment.

[0152] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a tire blowout identification method provided in the above-mentioned embodiment.

[0153] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0154] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0155] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0156] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for identifying a tire blowout, characterized in that: The method comprises: When the vehicle is in a driving state, a tire blowout detection is performed on the vehicle based on a preset tire model to obtain a first tire blowout detection result; the tire model is used to describe the six-component force characteristics of the tire; Performing tire blowout detection on the vehicle based on a preset vehicle body stability control model to obtain a second tire blowout detection result; the vehicle body stability control model is used to describe the change in the vehicle running state parameter; Based on the first tire blowout detection result and the second tire blowout detection result, it is determined whether the vehicle has a tire blowout risk.

2. The method according to claim 1, characterized in that After determining whether the vehicle has a risk of tire blowout, the method further includes: When it is determined that the vehicle has a risk of tire blowout, obtaining a motor resolver signal of a drive motor of the vehicle; Based on the motor resolver signal, determining a target wheel in the vehicle that has a risk of tire blowout; Based on the tire pressure of the target wheel, it is verified whether the vehicle has a tire blowout.

3. The method according to claim 2, characterized in that The step of determining a target wheel in the vehicle that has a risk of tire blowout based on the motor resolver signal includes: Calculating the theoretical wheel speed of the vehicle based on the motor resolver signal; Calculating a wheel speed difference between an actual wheel speed of each wheel of the vehicle and the theoretical wheel speed; Based on the wheel speed difference, a target wheel in the vehicle having a risk of tire blowout is determined.

4. The method according to any one of claims 1 to 3, characterized in that The performing tire blowout detection on the vehicle based on a preset tire model to obtain a first tire blowout detection result includes: Inputting the running state parameters of the vehicle into the tire model so that the tire model outputs the six-component tire force of each wheel of the vehicle; Determining a rolling radius change of each wheel based on the six components of the tire; Based on the rolling radius change, a tire blowout detection is performed on the vehicle to obtain the first tire blowout detection result.

5. The method according to claim 4, characterized in that The step of performing tire blowout detection on the vehicle based on the rolling radius variation to obtain the first tire blowout detection result includes: Determining respectively whether the rolling radius variation of each wheel is greater than a preset variation; When at least one rolling radius variation of the rolling radius variations of the wheels is greater than the preset variation, it is determined that the first tire blowout detection result is that the vehicle has a tire blowout risk.

6. The method according to any one of claims 1 to 3, characterized in that: The performing tire blowout detection on the vehicle based on the preset vehicle body stability control model to obtain a second tire blowout detection result includes: Inputting the running state parameter of the vehicle into the vehicle body stability control model so that the vehicle body stability control model outputs the change amount of the running state parameter; wherein the change amount of the running state parameter is the change amount between the running state parameter currently input into the vehicle body stability control model and the running state parameter last input into the vehicle body stability control model; According to whether the change amount of the operating state parameter exceeds a preset threshold, a tire blowout detection is performed on the vehicle to obtain the second tire blowout detection result.

7. The method according to any one of claims 1 to 3, characterized in that The method further comprises: When it is determined that the vehicle has a tire blowout, controlling the vehicle to maintain the balance of the entire vehicle; The controlling the vehicle to maintain vehicle balance includes any one or more of the following: Controlling the steering wheel of the vehicle to lock to a target angle; Based on the tire burst of the vehicle, adjusting the front and rear axle torque distribution ratio of the vehicle; adjusting the suspension height of the vehicle based on the tire blowout of the vehicle; A target driving force is determined based on a difference between the driving force of the left wheel and the driving force of the right wheel of the vehicle, and the target driving force is added to a non-flattened wheel on the same side as the flattened wheel.

8. A device for identifying a tire blowout, characterized in that: The device comprises: A first detection module is used to perform tire blowout detection on the vehicle based on a preset tire model when the vehicle is in a driving state, and obtain a first tire blowout detection result; the tire model is used to describe the six-component force characteristics of the tire; A second detection module is used to perform tire blowout detection on the vehicle based on a preset vehicle body stability control model to obtain a second tire blowout detection result; the vehicle body stability control model is used to describe the change amount of the vehicle running state parameter; The judgment module is used to judge whether the vehicle has a tire blowout risk by combining the first tire blowout detection result and the second tire blowout detection result.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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