Vehicle tire burst steering control method, device, equipment, medium and program product

Abstract

The invention discloses a vehicle tire burst steering control method, device and equipment, a medium and a program product, and relates to the field of vehicle safety control. The method comprises the following steps: acquiring a tire pressure signal and a vehicle speed signal; detecting whether the change amplitude of the tire pressure is greater than or equal to a preset value; when it is detected that the change amplitude of the tire pressure is larger than or equal to a preset value, rack thrust opposite to the wheel deflection direction is provided by means of the current vehicle speed and a pre-stored function relation; and controlling the variable quantity of the lateral acceleration of the vehicle to be within a set range. The steering controllability of the vehicle is directly controlled, and the risk that steering is out of control after tire burst of the vehicle can be effectively avoided under the straight running road condition and the bent road condition.

Description

Technical Field

[0001] This application relates to the field of vehicle safety control, and particularly to a vehicle tire burst steering control method, device, computer device, computer-readable storage medium, and computer program product. Background Art

[0002] The service performance and lifespan of vehicle tires may decline due to long usage time or harsh usage environments. If a tire bursts during high-speed driving, the vehicle is likely to lose control, resulting in serious accidents. When a tire bursts, due to the sudden drop in air pressure and the different linear speeds caused by the diameter change, the vehicle will deviate towards the side where the tire bursts. Especially when the front tire bursts, the vehicle has a greater risk of steering out of control. The ideal response is for the driver to stay calm, hold the steering wheel tightly, control the vehicle to drive straight, and slow down and stop gradually. However, it is difficult to effectively correct the vehicle's direction in the ordinary power assist mode, which may exacerbate the driver's panic and increase the accident risk. Therefore, intelligent driving vehicles need to have the ability to handle tire bursts.

[0003] In terms of vehicle steering control, one solution is to lock the steering system immediately at the moment of tire burst and then compensate the torque of each wheel separately to gradually restore the vehicle from an unstable state to a stable straight driving state. This solution has a good effect when implemented on a straight road surface, but the risk factor is still relatively high when passing overflyovers or turning on mountain roads or by rivers. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a vehicle tire burst steering control method, device, computer device, computer-readable storage medium, and computer program product to solve at least one of the above technical problems.

[0005] In the first aspect, this application provides a vehicle tire burst steering control method, which includes: obtaining a tire pressure signal and a vehicle speed signal; detecting whether the change amplitude of the tire pressure is greater than or equal to a preset value; when it is detected that the change amplitude of the tire pressure is greater than or equal to the preset value, providing a rack thrust opposite to the wheel deflection direction by using the current vehicle speed and a pre-stored functional relationship; controlling the change amount of the vehicle lateral acceleration within a set range.

[0006] In combination with the first aspect, in some optional embodiments, the functional relationship includes: the functional relationship between the vehicle speed and the lateral acceleration caused by the vehicle tilt due to the change in the tire diameter after tire burst; the functional relationship between the lateral acceleration that needs to be compensated by the EPS, the rack thrust, and the motor current due to the change in the tire diameter after tire burst.

[0007] In combination with the first aspect, in some optional embodiments, the functional relationship between the vehicle speed and the lateral acceleration caused by the vehicle tilt due to the change in the tire diameter after tire burst is:

[0008] Among them, represents the lateral acceleration caused by vehicle tilt, represents the vehicle speed, represents the vehicle turning radius.

[0009] Combined with the first aspect, in some alternative embodiments, the functional relationships among the lateral acceleration, rack thrust, and motor current that need to be compensated by EPS due to the change in tire diameter after a flat tire are as follows:

[0010] Among them, represents the motor current that EPS needs to output, represents the rack thrust that EPS needs to compensate, represents the proportionality coefficient between the rack thrust and the motor current, represents the lateral acceleration that EPS needs to compensate, represents the weight of the vehicle, represents the lateral acceleration caused by vehicle tilt.

[0011] Combined with the first aspect, in some alternative embodiments, the change in the vehicle's lateral acceleration being controlled within a set range is expressed by the formula:

[0012] Among them, represents the vehicle's lateral acceleration at time t + 1, represents the vehicle's lateral acceleration at the current time t, and c is a preset sensitivity threshold, represents the lateral acceleration caused by vehicle tilt, represents the lateral acceleration that EPS needs to compensate.

[0013] Combined with the first aspect, in some alternative embodiments, the lateral acceleration that EPS needs to compensate is controlled by a PID algorithm.

[0014] In a second aspect, the present application provides a vehicle flat-tire steering control device, which includes: a first module for obtaining a tire pressure signal and a vehicle speed signal; a second module for detecting whether the change amplitude of the tire pressure is greater than or equal to a preset value; a third module for, when detecting that the change amplitude of the tire pressure is greater than or equal to the preset value, calculating the motor current that EPS needs to output using the current vehicle speed and a pre-stored functional relationship, and inputting it to the motor to drive the rack and provide a rack thrust in the opposite direction to the wheel deflection direction; a fourth module for controlling the change amount of the vehicle's lateral acceleration within a set range.

[0015] In a third aspect, the present application provides a computer device, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, the steps of the vehicle tire burst steering control method in any one of the implementation manners of the first aspect are implemented.

[0016] In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the vehicle tire burst steering control method in any one of the implementation manners of the first aspect are implemented.

[0017] In a fifth aspect, the present application provides a computer program product, including a computer program. When the computer program is executed by a processor, the steps of the vehicle tire burst steering control method in any one of the implementation manners of the first aspect are implemented.

[0018] Based on the above technical solutions, the vehicle tire burst steering control method, device, computer device, computer-readable storage medium and computer program product provided by the present application calculate the motor current that the EPS needs to output in real time and input it into the motor, and control the change amount of the vehicle lateral acceleration to be kept within a certain range. This technical solution that directly controls the vehicle steering maneuverability can effectively avoid the risk of steering out of control after a vehicle tire burst in both straight and curved road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can be obtained based on these drawings without creative efforts.

[0020] Figure 1 It is a schematic flow chart of a vehicle tire burst steering control method provided by an embodiment of the present application.

[0021] Figure 2 It is a schematic diagram of a vehicle deflection when a tire bursts provided by an embodiment of the present application.

[0022] Figure 3 It is an image showing the change of angle, lateral acceleration and displacement with time when the method is applied during a tire burst when the vehicle is driving straight provided by an embodiment of the present application.

[0023] Figure 4 It is an image showing the change of angle, lateral acceleration and displacement with time when the method is applied during a tire burst when the vehicle is driving on a curve provided by an embodiment of the present application.

[0024] Figure 5A structural block diagram of a vehicle tire blowout steering control device provided by an embodiment of the present application.

[0025] Figure 6 An internal structure diagram of a computer device provided by an embodiment of the present application. Specific embodiments

[0026] The following will describe in detail specific embodiments of the present application in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the description of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of the present application.

[0027] The term "including", "comprising", "having" or any other variation thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device including a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "including a..." does not exclude the presence of additional identical elements in the process, method, article or device including such element.

[0028] Descriptions such as "one embodiment", "as an example", "in one implementation manner" etc. mean that the steps, structures, materials or features described in connection with the embodiment or example may be included in at least one embodiment or example of the present application. The schematic expressions of such terms do not necessarily refer to the same embodiment, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Without conflict, the embodiments and features in the embodiments of the present application may be combined in a suitable manner.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present application belongs.

[0030] Figure 1 A flowchart of a vehicle tire blowout steering control method provided by an embodiment of the present application. As Figure 1 shown, an embodiment of the present application provides a vehicle tire blowout steering control method, including the following steps: Step S101, obtain a tire pressure signal and a vehicle speed signal.

[0031] This method is aimed at the working condition of a vehicle with a tire blowout during driving. The driving states of the vehicle mainly include straight driving and curve driving. When the vehicle is driving, the tire pressure and vehicle speed are monitored in real time by corresponding sensors, and then these data can be obtained through communication transmission.

[0032] Step S102, detect whether the change range of the tire pressure is greater than or equal to a preset value.

[0033] This step determines whether a tire blowout has occurred in the vehicle by detecting the change range of the tire pressure. The preset value of the tire pressure change range needs to be set by comprehensively considering factors such as the normal working pressure of the tire, the tire pressure change characteristics during a blowout, and the vehicle speed.

[0034] In one embodiment, the preset value of the tire pressure change range is set to 50%, which means 50% of the normal tire pressure. When the change range of the tire pressure is greater than or equal to 50%, it indicates that a tire blowout has occurred during vehicle driving.

[0035] Step S103, when it is detected that the change range of the tire pressure is greater than or equal to the preset value, use the current vehicle speed and the pre - stored functional relationship to calculate the motor current that the EPS (Electric Power Steering) needs to output, and input it into the motor to drive the rack and provide a rack thrust in the direction opposite to the wheel deflection direction.

[0036] Among them, the functional relationship includes the functional relationship between the vehicle speed and the lateral acceleration (referring to the vehicle width direction) caused by the vehicle tilt due to the change in tire diameter after a blowout, and the functional relationship between the lateral acceleration, rack thrust, and motor current that the EPS needs to compensate due to the change in tire diameter after a blowout.

[0037] Specifically, the functional relationship between the vehicle speed and the lateral acceleration caused by the vehicle tilt due to the change in tire diameter after a blowout is shown in Equation (1): (1) Wherein, represents the lateral acceleration caused by the vehicle tilt, represents the vehicle speed, represents the vehicle deflection radius.

[0038] The lateral acceleration caused by the vehicle tilt is calculated through Equation (1), and it is the lateral acceleration caused by the vehicle tilt due to a blowout. The vehicle speed is obtained by real - time detection by a sensor on the vehicle, and it can be the speed of the vehicle on the blowout side or the speed of the vehicle on the non - blowout side. The vehicle deflection radius is a fixed value, which can be pre - calculated and stored, and can be directly called when in use. It can be the deflection radius of the vehicle on the blowout side or the deflection radius of the vehicle on the non - blowout side, and is matched with the speed of the corresponding side of the vehicle.

[0039] In one embodiment, combined with Figure 2 , the lateral acceleration caused by the vehicle tilt is from the speed and the turning radius on the side of the vehicle where a tire has burst It is calculated by substituting into Equation (1), see Equation (2): (2) where the turning radius on the side of the vehicle where a tire has burst can be calculated by Equation (3), Equation (3): (3) where represents the speed on the side of the vehicle where a tire has burst; represents the speed on the side of the vehicle where no tire has burst; represents the ratio of the tire radius when the tire pressure is sufficient to the tire radius when the tire pressure is 0, which is calibrated for the vehicle under specific road surface (e.g., asphalt road surface) and load (e.g., load of 1 person) conditions; represents the vehicle body width, which is obtained by measuring the vehicle.

[0040] In one embodiment, in combination with Figure 2 the lateral acceleration caused by the vehicle tilt is calculated by substituting the speed on the side of the vehicle where no tire has burst and the turning radius on the side of the vehicle where no tire has burst into Equation (1), see Equation (4): (4) where the turning radius on the side of the vehicle where no tire has burst can be calculated by Equation (5), Equation (5): (5) where represents the speed on the side of the vehicle where a tire has burst; represents the speed on the side of the vehicle where no tire has burst; represents the ratio of the tire radius when the tire pressure is sufficient to the tire radius when the tire pressure is 0, which is calibrated for the vehicle under specific road surface (e.g., asphalt road surface) and load (e.g., load of 1 person) conditions; represents the vehicle body width, which is obtained by measuring the vehicle.

[0041] Specifically, the functional relationships among the lateral acceleration, rack thrust, and motor current that need to be compensated for EPS due to the change in tire diameter after a tire burst are shown in Equation (6): (6) where represents the motor current that EPS needs to output, represents the rack thrust that EPS needs to compensate, represents the proportionality coefficient between the rack thrust and the motor current, Represents the lateral acceleration that the EPS needs to compensate Represents the weight of the vehicle Represents the lateral acceleration caused by the vehicle's tilt

[0042] The motor current that the EPS needs to output Calculated through Equation (6). The proportionality coefficient between the rack thrust and the motor current Is a product characteristic of the EPS itself. It does not need to be calculated in real time but can be directly called. The proportionality coefficient between the rack thrust and the motor current of different EPSs Will be different. The lateral acceleration that the EPS needs to compensate Is equal to in the ideal state , that is, the lateral acceleration that the EPS needs to compensate Exactly cancels out the lateral acceleration caused by the vehicle's tilt (due to a flat tire) , the actual lateral acceleration that the EPS needs to compensate Subsequently, it is controlled by the PID (Proportional-Integral-Derivative) algorithm. The weight of the vehicle Is calibrated for the vehicle under specific road surface (such as asphalt road surface) and load (such as a load of 1 person) conditions in advance

[0043] In one embodiment, substituting Equations (2) and (3) into Equation (6), the motor current that the EPS needs to output is calculated , see Equation (7): (7) Wherein, Represents the speed of the flat tire side of the vehicle Represents the ratio of the tire radius when the tire pressure is sufficient to the tire radius when the tire pressure is 0 Represents the weight of the vehicle Represents the proportionality coefficient between the rack thrust and the motor current Represents the body width

[0044] The motor current that the EPS needs to output can be calculated through Equation (7) .

[0045] In one embodiment, substituting Equations (4) and (5) into Equation (6), the motor current that the EPS needs to output is calculated , see Equation (8): (8) Wherein, Represents the speed of the non-flat tire side of the vehicle represents the ratio of the tire radius when the tire pressure is sufficient to the tire radius when the tire pressure is 0, represents the weight of the vehicle, represents the proportionality coefficient of the rack thrust to the motor current, represents the body width.

[0046] In one embodiment, the above functional relationship is stored in the storage unit of the EPS controller.

[0047] In one embodiment, in step S103, using the current vehicle speed and the pre-stored functional relationship, calculate the current that the EPS needs to output, and input it to the motor. The specific process is as follows: The MCU (Microcontroller Unit) of the EPS controller calls the functional relationship pre-stored in the storage unit, substitutes the obtained vehicle speed signal data into the functional relationship, calculates the motor current that needs to be output, then generates a corresponding motor current instruction, transmits the motor current instruction to the drive circuit of the motor. The power semiconductor device in the drive circuit amplifies the weak electrical signal into a strong electrical signal according to the motor current instruction, and inputs it to the motor. The motor outputs a corresponding torque to drive the rack to provide a rack thrust opposite to the wheel deflection direction.

[0048] As Figure 1 shown, in step S104, control the change amount of the vehicle lateral acceleration within a set range.

[0049] In one embodiment, controlling the change amount of the vehicle lateral acceleration within a set range is represented by Equation (9): (9) where, represents the vehicle lateral acceleration at time t + 1, represents the vehicle lateral acceleration at the current time t, c is a preset sensitivity threshold, represents the lateral acceleration caused by the vehicle tilt, represents the lateral acceleration that the EPS needs to compensate.

[0050] The vehicle lateral acceleration at the current time is detected by the acceleration sensor in the EPS controller. The detection time interval of the acceleration sensor is set according to needs. For example, it can be set to 0.03s, 0.1s, etc. The sensitivity threshold c can be set to, for example, 0.1g, 0.3g, 0.5g, etc., where g represents the acceleration due to gravity. The lateral acceleration that the EPS needs to compensate is controlled by the PID algorithm.

[0051] Among them, the PID algorithm is implemented by Equation (10): (10) Among them, represents the control signal for adjusting the lateral acceleration that needs to be compensated by the EPS output by the controller (in this embodiment, it refers to the MCU in the EPS controller, the same below) at time t. The control signal; represents the proportional gain coefficient, which determines the response degree of the controller to the current error; represents the compensation deviation at time t, that is, the target and the actual difference; represents the integral gain coefficient, which determines the response degree of the controller to the error accumulation and is used to eliminate the static error of the system; represents the cumulative effect of the error, that is, the integral term of the error; represents the differential gain coefficient, which determines the response degree of the controller to the error change rate and is used to improve the dynamic performance of the system; represents the change rate of the error, that is, the differential term of the error.

[0052] Using the PID algorithm to control the lateral acceleration that needs to be compensated by the EPS can indirectly control the vehicle lateral acceleration at the next moment so as to ensure that the change amount of the vehicle lateral acceleration does not exceed the preset sensitivity threshold c.

[0053] The specific effects of the vehicle applying this vehicle tire blowout steering control method are as follows: Figure 3 is the image of the angle, lateral acceleration, and displacement changing with time when this method is applied during a tire blowout when the vehicle is driving straight. As Figure 3 shown, when the vehicle is driving straight normally, the images of the vehicle deflection angle and lateral acceleration changing with time are both horizontal lines with a slope of 0, and the image of the vehicle displacement changing with time is an oblique straight line; when a tire blowout occurs during the vehicle driving straight, applying this vehicle tire blowout steering control method can control the vehicle deflection angle and lateral acceleration to remain stable (see the images of the vehicle deflection angle and lateral acceleration changing with time after the tire blowout), and at the same time can control the vehicle to tend from an unstable state to a stable straight driving state (see the solid line image of the vehicle displacement changing with time after the tire blowout, and the dotted line is the image of the vehicle displacement changing with time if no tire blowout occurs).

[0054] Figure 4 is the image of the angle, lateral acceleration, and displacement changing with time when this method is applied during a tire blowout when the vehicle is driving in a curve. As Figure 4As shown, when the vehicle is driving along a normal curve, the images of the deflection angle and lateral acceleration of the vehicle changing with time are curves with a slope that first increases and then decreases, and the image of the displacement of the vehicle changing with time is a curve with a gradually decreasing slope; when a tire blowout occurs during the vehicle's curve driving, by applying the vehicle tire blowout steering control method of the present invention, it is possible to control the deflection angle and lateral acceleration of the vehicle to tend from a significantly changing state to a stable state (see the dotted line of the deflection angle and lateral acceleration of the vehicle changing with time after the tire blowout), and at the same time, it is possible to control the vehicle to tend from an unstable state to a stable curve driving state (see the solid line image of the displacement of the vehicle changing with time after the tire blowout, and the dotted line is the image of the displacement of the vehicle changing with time if no tire blowout occurs).

[0055] In one embodiment, step S101 further includes: obtaining the steering torque signal of the steering wheel.

[0056] Step S103 further includes: calculating the assist current that the EPS needs to output by using the steering torque of the steering wheel, and inputting it into the motor to drive the rack and provide steering assistance.

[0057] The assist current that the EPS needs to output is calculated by formula (11), formula (11):

[0058] Wherein, represents the assist current that the EPS needs to output, represents the proportionality coefficient between the steering torque of the steering wheel and the assist current, represents the steering torque of the steering wheel.

[0059] The proportionality coefficient between the steering torque of the steering wheel and the assist current is a product characteristic of the EPS itself. It does not need to be calculated in real time but can be directly called. The proportionality coefficient between the steering torque of the steering wheel and the assist current of different EPSs will be different. The steering torque of the steering wheel is detected by the steering torque sensor in the EPS controller. The detection time interval of the steering torque sensor is set according to needs, for example, it can be set to 0.03s, 0.1s, etc.

[0060] In one embodiment, during the application of the present method after the vehicle has a tire blowout, the EPS controller can also send a signal to the emergency response light control module through the CAN bus, and the emergency response light control module controls the emergency response light to turn on, which can remind surrounding vehicles to keep a safe distance.

[0061] In one embodiment, after the vehicle has a tire blowout and returns to a stable driving state by applying the present method, the driver can drive the vehicle to slow down slowly and pull over. After the tire is repaired and the tire pressure returns to normal, restart the vehicle, and the assist curve of the EPS controller returns to the normal speed-dependent assist state.

[0062] In one embodiment, as Figure 5 shown, a vehicle flat tire steering control device is provided, and the device includes: A first module 201, configured to obtain a tire pressure signal and a vehicle speed signal; A second module 202, configured to detect whether the change amplitude of the tire pressure is greater than or equal to a preset value; A third module 203, configured to, when detecting that the change amplitude of the tire pressure is greater than or equal to the preset value, calculate the motor current that the EPS needs to output by using the current vehicle speed and a pre-stored functional relationship, and input the motor current to the motor to drive the rack and provide a rack thrust opposite to the wheel deflection direction; A fourth module 204, configured to control the change amount of the vehicle lateral acceleration within a set range.

[0063] Each module in the above vehicle flat tire steering control device can be implemented in whole or in part by software, hardware, and their combination. Each of the above modules can be embedded in or independent of a processor in a computer device in the form of hardware, or stored in a memory in the computer device in the form of software, so as to facilitate the processor to call and execute the operations corresponding to the above respective modules.

[0064] In one embodiment, a computer device is provided, and the computer device is an EPS controller, and its structure can be as Figure 6 shown. The EPS controller includes an MCU and a steering torque sensor, a steering angle sensor, an acceleration sensor, a storage unit, a communication module, a drive circuit, and a power supply module that are electrically connected to the MCU. Among them, the MCU is configured to control other components and implement the steps in the above method embodiments when executing a computer program stored in the storage unit. The steering torque sensor is configured to detect the magnitude of the torque input by the driver when manipulating the steering wheel. The steering angle sensor is configured to detect the rotation angle and steering direction of the steering wheel. The acceleration sensor is configured to detect the vehicle lateral acceleration, and it is a newly added component on the EPS controller. The storage unit is configured to store the data detected by each sensor and a computer program including the above functional relationship. The communication module is communicatively connected to the CAN bus of the vehicle and is configured to receive and send the steering wheel angle signal, vehicle speed signal, tire pressure signal, etc. of the vehicle. The drive circuit is connected to the motor of the EPS and is configured to drive the motor. The power supply module is configured to supply power to other parts of the EPS controller.

[0065] It should be emphasized that the vehicle lateral acceleration can be detected not only by the acceleration sensor in the above EPS controller, but also by the acceleration sensors of other systems on the vehicle, and the obtained vehicle lateral acceleration signal data can all be used for the calculations in the above method embodiments.

[0066] Those skilled in the art can understand, Figure 6The structure shown is only a block diagram of some structures related to the solution of this request, and does not constitute a limitation on the computer device to which the solution of this request is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements. In one embodiment, a computer device is provided, including a memory and a processor. A computer program is stored in the memory, and when the processor executes the computer program, the steps in the above method embodiments are implemented.

[0067] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps in the above method embodiments are implemented.

[0068] In one embodiment, a computer program product is provided, which includes computer instructions stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the steps in the above method embodiments.

[0069] For the specific limitations on the steps, reference can be made to the limitations on the vehicle flat tire steering control method in the above method embodiments, and details are not described herein again.

[0070] Those of ordinary skill in the art can understand that all or part of the processes in the above method embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it may include the processes of the above method embodiments. Among them, any reference to the memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and / or volatile memories. Non-volatile memories may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memories may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink), DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0071] The above-described embodiments merely represent several implementation manners of the present application. The description thereof is relatively specific and detailed, but it should not be construed as a limitation on the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all fall within the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A vehicle tire blowout steering control method, characterized in that: The method comprises: Obtain tire pressure signal and vehicle speed signal; Detect whether the change in tire pressure is greater than or equal to a preset value; When it is detected that the tire pressure change amplitude is greater than or equal to the preset value, the current vehicle speed and the pre-stored functional relationship are used to provide a rack thrust in the opposite direction of the wheel deflection; Control the change in vehicle lateral acceleration within the set range.

2. The method according to claim 1, characterized in that The functional relationship includes: the functional relationship between the vehicle speed and the lateral acceleration caused by the vehicle tilt caused by the change in tire diameter after the tire burst; the functional relationship between the lateral acceleration that the EPS needs to compensate for due to the change in tire diameter after the tire burst, the rack thrust and the motor current.

3. The method according to claim 2, characterized in that The functional relationship between the vehicle speed and the lateral acceleration caused by the vehicle tilt caused by the change in tire diameter after the tire burst is: in, represents the lateral acceleration caused by the vehicle's tilt, represents the vehicle speed, Indicates the vehicle's turning radius.

4. The method according to claim 2, characterized in that: The functional relationship between the lateral acceleration, rack thrust and motor current that the EPS needs to compensate for due to the change in tire diameter after the tire burst is: in, Indicates the motor current that EPS needs to output. Indicates the rack thrust that EPS needs to compensate. Represents the proportionality coefficient between rack thrust and motor current, Indicates the lateral acceleration that EPS needs to compensate. Indicates the weight of the vehicle, Indicates the lateral acceleration caused by the vehicle's tilt.

5. The method according to claim 1, characterized in that The change in the lateral acceleration of the controlled vehicle within the set range is expressed by the formula: in, represents the lateral acceleration of the vehicle at time t+1, represents the lateral acceleration of the vehicle at the current time t, c is a preset sensitivity threshold, represents the lateral acceleration caused by the vehicle's tilt, Indicates the lateral acceleration that EPS needs to compensate.

6. The method according to claim 5, characterized in that The EPS needs to compensate for the lateral acceleration Control is performed through PID algorithm.

7. A vehicle tire blowout steering control device, characterized in that: The device comprises: The first module is used to obtain tire pressure signals and vehicle speed signals; The second module is used to detect whether the change range of tire pressure is greater than or equal to a preset value; The third module is used to calculate the motor current that the EPS needs to output when it detects that the tire pressure change is greater than or equal to the preset value, using the current vehicle speed and the pre-stored function relationship, and input the current into the motor to drive the rack to provide the rack thrust in the opposite direction of the wheel deflection; The fourth module is used to control the change of the vehicle's lateral acceleration within a set range.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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