Tire burst control method and related equipment

Abstract

The invention provides a tire burst control method and related equipment, which are used for flexibly adopting different control strategies to control a vehicle in a tire burst scene so as to ensure the safety of the vehicle. The method comprises the following steps: acquiring a front steering rack force and a rear steering rack force of a vehicle; whether an abnormality occurs in the rack force in the vehicle is determined, the abnormal rack force is used as a target rack force, and then the yaw velocity of the vehicle is corrected according to the target rack force. In the embodiment of the invention, whether the wheels of the vehicle are abnormal or not is determined through the rack force, the detection speed of the method is higher, the abnormality of the vehicle can be conveniently found in time, the yaw velocity of the vehicle is corrected in time after the abnormality of the vehicle is determined, then the driving safety of the vehicle is ensured, and the vehicle is prevented from being unstable.

Description

Technical Field

[0001] The present application relates to the field of intelligent vehicles, and in particular to a tire blowout control method and related equipment. Background Art

[0002] According to statistics, tire blowouts cause approximately 80,000 traffic accidents each year, resulting in approximately 400 deaths and 10,000 injuries. A tire blowout significantly alters the mechanical properties of the tire, causing changes in parameters such as the lateral and longitudinal forces of the vehicle, significantly impacting the vehicle's operating conditions.

[0003] In the related art, whether a vehicle has a tire blowout is usually determined based on the tire pressure. After a tire blowout is detected, braking control is usually used to ensure that the braking force generated by the normal wheel on the side corresponding to the tire blowout wheel is greater than or close to the sum of the rolling resistance and braking force of the tire blowout wheel, effectively preventing the vehicle from yaw in the direction of the tire blowout. However, the tire pressure detection method is slow, resulting in the inability to control the vehicle tire blowout in a timely manner. Summary of the Invention

[0004] The embodiments of the present application provide a tire blowout control method and related equipment to solve the above technical problems.

[0005] In a first aspect, an embodiment of the present application provides a tire blowout control method, the method comprising:

[0006] Obtain the front steering rack force and the rear steering rack force of the vehicle;

[0007] Determining a target rack force for rack force abnormality based on the front steering rack force and the rear steering rack force; the target rack force includes: the front steering rack force and / or the rear steering rack force;

[0008] The vehicle's yaw rate is corrected based on the target rack force.

[0009] In the embodiment of the present application, the rack force is used to determine whether there is an abnormality in the vehicle wheel. This method has a faster detection speed and is convenient for timely detection of vehicle abnormalities. After the vehicle abnormality is determined, the vehicle's yaw angular velocity is corrected in a timely manner, thereby ensuring the vehicle's driving safety and avoiding vehicle instability.

[0010] In some possible embodiments, after determining the target rack force for rack force abnormality based on the front steering rack force and the rear steering rack force, the method further includes:

[0011] determining a first abnormal duration of the target rack force;

[0012] If the first abnormality duration is greater than a first preset duration, determining a tire blowout wheel and a non-blowout wheel based on the target rack force;

[0013] The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

[0014] In the embodiment of the present application, when it is determined that the rack force of the vehicle is continuously abnormal, the vehicle stability can be controlled by adjusting the motor torque output by the EPS in the vehicle. Furthermore, the output torque of the vehicle drive system and / or the torque of the non-flatted wheel can be adjusted.

[0015] In some possible embodiments, the method further includes:

[0016] determining whether the data detected by the motion sensor is abnormal, and if abnormal, determining a second abnormal duration of time during which the abnormal data is detected;

[0017] If the second abnormal time period is longer than a second preset time period, determining a tire blowout wheel and a non-blowout wheel based on the target rack force;

[0018] The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

[0019] In the embodiment of the present application, a motion sensor can also be used to determine whether the vehicle has a tire blowout, ensuring that a tire blowout can be quickly determined and corresponding measures can be taken when it occurs.

[0020] In some possible embodiments, the method further includes:

[0021] determining whether the data detected by the wheel speed sensor is abnormal, and if abnormal, determining a third abnormality duration for which the abnormal data is detected;

[0022] If the third abnormal time duration is greater than a third preset time duration, determining whether the wheel has a flat tire or not based on the target rack force;

[0023] The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

[0024] In the embodiment of the present application, the wheel speed sensor can also be used to determine whether the vehicle has a tire blowout, ensuring that a tire blowout can be quickly determined when it occurs and appropriate measures can be taken.

[0025] In some possible embodiments, the method further includes:

[0026] determining whether the data detected by the wheel speed sensor is abnormal, and if abnormal, determining a third abnormality duration for which the abnormal data is detected;

[0027] If the third abnormal time duration is greater than a third preset time duration, determining whether the wheel has a flat tire or not based on the target rack force;

[0028] The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

[0029] In the embodiment of the present application, the wheel speed sensor can also be used to determine whether the vehicle has a tire blowout, ensuring that a tire blowout can be quickly determined when it occurs and corresponding measures can be taken.

[0030] In some possible embodiments, the method further includes:

[0031] detecting the tire pressure of the vehicle;

[0032] If it is determined that the tire pressure of the vehicle has suddenly dropped, determining a tire with a flat tire and a non-flat tire according to the tire pressure of the vehicle;

[0033] The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

[0034] In the present application, a tire blowout is determined when a sudden drop in tire pressure occurs, and corresponding measures are taken in a timely manner to ensure the driving safety of the vehicle.

[0035] In some possible embodiments, adjusting the motor torque output by the electric power steering system includes:

[0036] Get the vehicle's status information, current angular velocity, and current steering wheel angle;

[0037] Obtaining a steering wheel angle threshold and an angular velocity threshold according to the state information, the current angular velocity, and the current steering wheel angle;

[0038] The motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

[0039] In the embodiment of the present application, by adjusting the motor torque of the electric power steering system, the risk of vehicle instability caused by the driver's steering error when a tire blowout occurs is reduced.

[0040] In some possible embodiments, the state information includes radar information and image information, and obtaining the steering wheel angle threshold and the angular velocity threshold according to the state information, the current angular velocity, and the current steering wheel angle includes:

[0041] determining a drivable area based on the radar information and the image information;

[0042] The steering wheel threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity, and the drivable area.

[0043] In the embodiment of the present application, the drivable area is an area within the lane line of the vehicle and will not collide with obstacles. By determining the drivable area, the vehicle is ensured to avoid collision.

[0044] In some possible embodiments, adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold includes:

[0045] determining a first difference between the current angular velocity and the angular velocity threshold;

[0046] determining a second difference between the steering wheel angle and the steering wheel angle threshold;

[0047] If the first difference is greater than a first difference threshold, and / or the second difference is greater than a second difference threshold, reducing the motor torque of the electric power steering system;

[0048] If the first difference is smaller than the third difference threshold, and the second difference is smaller than the second difference threshold, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold.

[0049] In an embodiment of the present application, when the first difference of the vehicle is greater than the first difference threshold and / or the second difference is greater than the second difference threshold, it indicates that the vehicle is at risk of collision (i.e., the vehicle may drive out of the lane line or collide with an obstacle). By reducing the motor torque of the EPS, the purpose of suppressing driver misoperation is achieved.

[0050] In some possible embodiments, the status information includes radar information and image information. If it is determined that a sudden drop in tire pressure of the vehicle occurs, before adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold, the method further includes:

[0051] determining a drivable area based on the radar information and the image information;

[0052] The current angle and / or torque of the vehicle steering wheel is adjusted according to the drivable area.

[0053] In an embodiment of the present application, a drivable area is first determined based on the vehicle's status information, and then the current steering wheel angle and / or torque is adjusted based on the drivable area to achieve the purpose of correcting the vehicle's driving trajectory.

[0054] In some possible embodiments, after adjusting the current angle and / or torque of the vehicle steering wheel according to the drivable area, the method further includes:

[0055] Obtaining the current torque of the steering wheel;

[0056] If the duration of the current torque exceeds the preset torque duration, and the current torque is opposite to the direction of the motor torque, and the torque difference between the current torque and the motor torque is greater than the preset torque threshold, then a first difference is determined based on the current angular velocity and the angular velocity threshold; a second difference is determined based on the steering wheel angle and the steering wheel angle threshold; if the first difference is greater than the first difference threshold, and / or the second difference is greater than the second difference threshold, then the motor torque of the electric power steering system is reduced; if the first difference is less than the first difference threshold, and the second difference is less than the second difference threshold, then the motor torque of the electric power steering system is controlled to be the preset motor torque threshold.

[0057] In this embodiment, if the current torque applied by the user to the steering wheel is in the opposite direction of the motor torque and persists for a long time, it indicates that the user has panicked and made an incorrect operation, thereby causing a conflict with the EPS. After determining that the driver is conflicting with the EPS, the EPS motor torque is adjusted to reduce the risk of a collision.

[0058] In some possible embodiments, the method further includes:

[0059] A tire blowout prompt is output on a display screen of the vehicle, and / or a tire blowout voice is output through a voice playing device, and / or a tire blowout fault light is controlled to light up.

[0060] In the embodiment of the present application, the safety of the vehicle is further ensured through tire blowout prompts, voice, and light operations, reminding other vehicles that the vehicle has a tire blowout.

[0061] In some possible embodiments, the correcting the yaw rate of the vehicle based on the target rack force includes:

[0062] If the target rack force includes a front steering rack force, then correcting the yaw rate of the vehicle by controlling the steering angle of the rear wheels;

[0063] If the target rack force includes a rear steering rack force, or a front steering rack force and a rear steering rack force, the yaw rate of the vehicle is corrected by controlling the braking force or driving force of a non-flat tire wheel; wherein the non-flat tire wheel is obtained based on the target rack force.

[0064] In the embodiment of the present application, different control strategies are set. When the rack force of the vehicle is abnormal, the vehicle can select the correct control strategy according to the abnormal situation to ensure stable driving of the vehicle.

[0065] In a second aspect, an embodiment of the present application provides a vehicle control system, the system comprising:

[0066] a detection unit, used to obtain a front steering rack force and a rear steering rack force of the vehicle;

[0067] a control unit, configured to determine a target rack force for rack force abnormality based on the front steering rack force and the rear steering rack force; the target rack force includes: the front steering rack force and / or the rear steering rack force;

[0068] The actuator is used to correct the yaw rate of the vehicle based on the target rack force.

[0069] In some possible embodiments, the control unit is further configured to: determine a first abnormal duration of the target rack force; if the first abnormal duration is greater than a first preset duration, determine whether the wheel has a flat tire or not based on the target rack force;

[0070] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0071] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the motion sensor is abnormal; if so, determine a second abnormality duration for detecting the abnormal data; and if the second abnormality duration is greater than a second preset duration, determine whether the wheel has a flat tire or a non-flat tire based on the target rack force;

[0072] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0073] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the wheel speed sensor is abnormal; if so, determine a third abnormality duration for detecting the abnormal data; and if the third abnormality duration is greater than a third preset duration, determine whether the wheel has a flat tire or a non-flat tire based on the target rack force;

[0074] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0075] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the wheel speed sensor is abnormal; if so, determine a third abnormality duration for detecting the abnormal data; and if the third abnormality duration is greater than a third preset duration, determine whether the wheel has a flat tire or a non-flat tire based on the target rack force;

[0076] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0077] In some possible embodiments, the control unit is further configured to: detect the tire pressure of the vehicle; if it is determined that the tire pressure of the vehicle has suddenly dropped, determine the tire with a flat tire and the tire without a flat tire based on the tire pressure of the vehicle;

[0078] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0079] In some possible embodiments, the actuator is specifically used to:

[0080] Get the vehicle's status information, current angular velocity, and current steering wheel angle;

[0081] Obtaining a steering wheel angle threshold and an angular velocity threshold according to the state information, the current angular velocity, and the current steering wheel angle;

[0082] The motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

[0083] In some possible embodiments, the status information includes radar information and image information, and the actuator is specifically configured to:

[0084] Determine the drivable area based on radar information and image information;

[0085] According to the state information, current angular velocity, and drivable area, the steering wheel threshold and angular velocity threshold are obtained.

[0086] In some possible embodiments, the actuator is specifically used to:

[0087] determining a first difference between the current angular velocity and the angular velocity threshold;

[0088] determining a second difference value based on the steering wheel angle and the steering wheel angle threshold;

[0089] If the first difference is greater than a first difference threshold, and / or the second difference is greater than a second difference threshold, reducing the motor torque of the electric power steering system;

[0090] If the first difference is smaller than the third difference threshold, and the second difference is smaller than the second difference threshold, the motor torque of the electric power steering system is controlled to be the preset motor torque threshold.

[0091] In some possible embodiments, the status information includes radar information and image information, and the actuator is specifically configured to:

[0092] Determine the drivable area based on radar information and image information;

[0093] The current angle and / or torque of the vehicle's steering wheel is adjusted based on the drivable area.

[0094] In some possible embodiments, the actuator is further configured to:

[0095] Get the current torque of the steering wheel;

[0096] If the duration of the current torque exceeds the preset torque duration, and the current torque is opposite to the direction of the motor torque, and the torque difference between the current torque and the motor torque is greater than the preset torque threshold, then a first difference is determined based on the current angular velocity and the angular velocity threshold; a second difference is determined based on the steering wheel angle and the steering wheel angle threshold; if the first difference is greater than the first difference threshold, and / or the second difference is greater than the second difference threshold, then the motor torque of the electric power steering system is reduced; if the first difference is less than the first difference threshold, and the second difference is less than the second difference threshold, then the motor torque of the electric power steering system is controlled to be the preset motor torque threshold.

[0097] In some possible embodiments, the actuator is further configured to:

[0098] Output a tire blowout prompt on a display screen of the vehicle, and / or output a tire blowout voice through a voice playback device, and / or control a tire blowout fault light to light up.

[0099] In some possible embodiments, the actuator is specifically used to:

[0100] If the target rack force includes the front steering rack force, the vehicle's yaw rate is corrected by controlling the steering angle of the rear wheels;

[0101] If the target rack force includes the rear steering rack force, or the front steering rack force and the rear steering rack force, the yaw rate of the vehicle is corrected by controlling the braking force or the driving force of the non-flat tire wheel; wherein the non-flat tire wheel is obtained based on the target rack force.

[0102] In a third aspect, an embodiment of the present application provides a vehicle, comprising: a processor and a memory, wherein the memory is used to store a program; and the processor is used to run the program to implement the tire blowout control method as described in the first aspect.

[0103] In a fourth aspect, an embodiment of the present application provides a readable storage medium, which stores a program. When the program is run on a vehicle, the vehicle implements the tire blowout control method as described in the first aspect.

[0104] In a fifth aspect, an embodiment of the present application provides a program, which, when executed on a processor of a slave vehicle, enables the vehicle to execute the tire blowout control method as described in the first aspect.

[0105] In one possible design, the program in the fifth aspect may be stored in whole or in part on a storage medium packaged with the processor, or may be stored in whole or in part on a memory not packaged with the processor. BRIEF DESCRIPTION OF THE DRAWINGS

[0106] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application;

[0107] Figure 2 A schematic diagram of the overall process of a tire blowout control method provided in an embodiment of the present application;

[0108] Figure 3 A schematic diagram of a flow chart for determining whether rack force is continuously abnormal in a tire blowout control method provided in an embodiment of the present application;

[0109] Figure 4 A schematic diagram of a process for determining whether an IMU continuously detects abnormal data in a tire blowout control method provided in an embodiment of the present application;

[0110] Figure 5 A flowchart of a tire blowout control method according to an embodiment of the present application for determining whether the WSS continuously detects abnormal data;

[0111] Figure 6 A schematic diagram of a process for determining whether a vehicle has a tire blowout in a tire blowout control method provided in an embodiment of the present application;

[0112] Figure 7 A schematic diagram of a flow chart of adjusting the motor torque of the EPS in a vehicle according to a tire blowout control method provided in an embodiment of the present application;

[0113] Figure 8 A schematic diagram of a drivable area of a tire blowout control method provided in an embodiment of the present application;

[0114] Figure 9A schematic diagram of a flow chart of adjusting the motor torque of an electric power steering system in a tire blowout control method provided in an embodiment of the present application;

[0115] Figure 10 Schematic diagram of three intervention methods for vehicle control in a tire blowout control method provided in an embodiment of the present application;

[0116] Figure 11 A schematic diagram of the overall process of a tire blowout control method provided in an embodiment of the present application;

[0117] Figure 12 A schematic diagram of a vehicle control system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0118] In the embodiments of this application, unless otherwise specified, the character " / " indicates that the associated objects are in an "or" relationship. For example, A / B can represent A or B. "And / or" describes the relationship between the associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exists simultaneously, or B exists alone.

[0119] It should be pointed out that the words "first", "second", etc. involved in the embodiments of this application are only used for distinguishing description purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated, nor can they be understood as indicating or implying order.

[0120] In the embodiments of the present application, "at least one" refers to one or more, and "plurality" refers to two or more. In addition, "at least one of the following" or similar expressions refers to any combination of these items, which may include any combination of single items or plural items. For example, at least one of A, B, or C can represent: A, B, C, A and B, A and C, B and C, or A, B and C. Among them, each of A, B, and C can be an element itself, or a set containing one or more elements.

[0121] In the embodiments of this application, the terms "exemplary," "in some embodiments," and "in another embodiment" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" in this application should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of the word "exemplary" is intended to present concepts in a concrete manner.

[0122] In the embodiments of this application, the terms "of," "corresponding," and "relevant" may sometimes be used interchangeably. It should be noted that, when the distinction between them is not emphasized, the meanings they convey are the same. In the embodiments of this application, the terms "communication" and "transmission" may sometimes be used interchangeably. It should be noted that, when the distinction between them is not emphasized, the meanings they convey are the same. For example, "transmission" may include "sending" and / or "receiving," and may be either a noun or a verb.

[0123] In the embodiments of this application, "equal to" can be used in conjunction with "greater than" and is applicable to the technical solution adopted when "greater than" is used, and can also be used in conjunction with "less than" and is applicable to the technical solution adopted when "less than" is used. It should be noted that when "equal to" is used in conjunction with "greater than", it cannot be used in conjunction with "less than"; and when "equal to" is used in conjunction with "less than", it cannot be used in conjunction with "greater than".

[0124] According to statistics, tire blowouts cause approximately 80,000 traffic accidents each year, resulting in approximately 400 deaths and 10,000 injuries. A tire blowout significantly alters the mechanical properties of the tire, causing changes in parameters such as the lateral and longitudinal forces, significantly impacting the vehicle's operating conditions. The dramatic increase in rolling resistance caused by a blown tire is a major factor in yaw. Because the rolling resistance coefficient of a blown tire is approximately 30 times greater than that of a normal tire, the rolling resistance of a blown tire is significantly greater. Driver error in these temporary extreme conditions can easily cause the vehicle to become uncontrollable and unstable, resulting in serious traffic accidents. In the case of a front tire blowout, an incorrect driver response can cause the wheel rim to stick, leading to a rollover. In the case of a rear tire blowout, an incorrect driver response can cause the vehicle to spin out of control.

[0125] To solve the above problem, in the related art, whether a vehicle has a tire blowout is usually determined based on the tire pressure. After the tire blowout is detected, the braking control method is usually mainly used to make the braking force generated by the normal wheel on the side corresponding to the tire blowout wheel greater than or close to the sum of the rolling resistance and the braking force of the tire blowout wheel, effectively preventing the vehicle from yaw in the direction of the tire blowout. However, the tire pressure detection method is slow, resulting in the inability to control the vehicle tire blowout in time.

[0126] To address the aforementioned issues, this application proposes a tire blowout control method and related equipment to address these issues. The inventive concept of this application can be summarized as follows: by obtaining the front and rear steering rack forces of the vehicle, determining whether the rack force in the vehicle is abnormal, using the abnormal rack force as the target rack force, and then correcting the vehicle's yaw rate based on the target rack force.

[0127] In the embodiment of the present application, the rack force is used to determine whether there is an abnormality in the vehicle wheel. This method has a faster detection speed and is convenient for timely detection of vehicle abnormalities. After the vehicle abnormality is determined, the vehicle's yaw angular velocity is corrected in a timely manner, thereby ensuring the vehicle's driving safety and avoiding vehicle instability.

[0128] In order to facilitate further understanding of a tire blowout control method provided in an embodiment of the present application, a tire blowout control method provided in an embodiment of the present application is described in detail below with reference to the accompanying drawings:

[0129] like Figure 1 , which is a schematic structural diagram of a vehicle 100 provided in an embodiment of the present application.

[0130] The above-mentioned vehicle 100 may include: at least one processor; and at least one memory communicatively connected to the above-mentioned processor, wherein: the above-mentioned memory stores program instructions that can be executed by the above-mentioned processor, and the processor calls the above-mentioned program instructions to execute the method provided in the embodiment shown in this article.

[0131] Figure 1 A block diagram of an exemplary vehicle 100 suitable for implementing embodiments herein is shown. Figure 1 The vehicle 100 shown is only an example and should not limit the functionality and scope of use of the embodiments herein.

[0132] like Figure 1 As shown, components of the vehicle 100 may include, but are not limited to, one or more processors 110 , memory 120 , a communication bus 140 connecting various system components (including the memory 120 and the processor 110 ), and a communication interface 130 .

[0133] Communication bus 140 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures. Examples of these architectures include, but are not limited to, the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnection (PCI) bus.

[0134] Vehicle 100 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the device, including volatile and non-volatile media, removable and non-removable media.

[0135] The memory 120 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) and / or cache memory. The device may further include other removable / non-removable, volatile / non-volatile computer system storage media. Figure 1 Not shown, a disk drive for reading and writing to a removable non-volatile disk (e.g., a "floppy disk"), and an optical disk drive for reading and writing to a removable non-volatile optical disk (e.g., a Compact Disc Read Only Memory (CD-ROM), a Digital Video Disc Read Only Memory (DVD-ROM), or other optical media) may be provided. In these cases, each drive may be connected to the communication bus 140 via one or more data medium interfaces. The memory 120 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of the various embodiments herein.

[0136] A program / utility having a set (at least one) of program modules may be stored in memory 120. Such program modules include, but are not limited to, an operating system, one or more application programs, other program modules, and program data, each of which, or some combination thereof, may include an implementation of a network environment. The program modules generally perform the functions and / or methods of the embodiments described herein.

[0137] The vehicle 100 may also communicate with one or more external devices (e.g., keyboards, pointing devices, displays, etc.), one or more devices that enable a user to interact with the device, and / or any device that enables the device to communicate with one or more other devices (e.g., network cards, modems, etc.). Such communication may be performed via the communication interface 130. Furthermore, the vehicle 100 may also communicate with the network adapter ( Figure 1 The network adapter can communicate with other modules of the device through the communication bus 140. It should be understood that although Figure 1 Not shown, other hardware and / or software modules may be used in conjunction with the vehicle 100, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, disk arrays (Redundant Arrays of Independent Drives; hereinafter referred to as: RAID) systems, tape drives, and data backup storage systems.

[0138] The processor 110 executes various functional applications and data processing by running the programs stored in the memory 120, such as implementing the methods provided in the embodiments of this document.

[0139] It is understood that the interface connection relationships between the modules illustrated in the embodiments herein are merely illustrative and do not constitute a structural limitation on the vehicle 100. In other embodiments herein, the vehicle 100 may also employ different interface connection methods from those in the above embodiments, or a combination of multiple interface connection methods.

[0140] like Figure 2 FIG. 1 is a schematic diagram of the overall process of a tire blowout control method provided by an embodiment of the present application, wherein:

[0141] In step 201: the front steering rack force and the rear steering rack force of the vehicle are obtained.

[0142] In the embodiment of the present application, the front steering rack force is the rack force corresponding to the front wheels, and the rear steering rack force is the rack force corresponding to the rear wheels. To obtain the vehicle's rack force, the vehicle's software can read the input torque (i.e., the torque applied to the steering wheel) and output torque (i.e., the torque applied to the output shaft by the EPS motor) of the Electric Power Steering (EPS) system column. The front and rear steering rack forces are then converted using the EPS transmission ratio.

[0143] It should be noted that the method for obtaining the rack force is only shown in the embodiment of the present application, and is not intended to limit the method for obtaining the rack force. During specific implementation, the method for obtaining the rack force can be set according to needs.

[0144] In step 202 , a target rack force for rack force abnormality is determined based on the front steering rack force and the rear steering rack force; the target rack force includes: the front steering rack force and / or the rear steering rack force.

[0145] In an embodiment of the present application, when the rack force in the vehicle is abnormal, only the front steering rack force may be abnormal or only the rear steering rack force may be abnormal, or both the front steering rack force and the rear steering rack force may be abnormal at the same time. In this application, for ease of description, the determined abnormal rack force will be used as the target rack force.

[0146] In step 203 : the yaw rate of the vehicle is corrected based on the target rack force.

[0147] In the embodiment of the present application, after the target rack force is determined, different methods can be used to correct the vehicle's yaw angular velocity according to different target rack forces, which can quickly identify the axial position of the tire with a flat tire, thereby achieving early control stability without affecting the driving experience, and solving the problems of slow detection speed and delayed control intervention in related technologies.

[0148] In some possible embodiments, the yaw rate of the vehicle is corrected based on the target rack force, which can be specifically implemented as follows: if the target rack force includes the front steering rack force, the yaw rate of the vehicle is corrected by controlling the steering angle of the rear wheels; if the target rack force includes the rear steering rack force, or the front steering rack force and the rear steering rack force, the yaw rate of the vehicle is corrected by controlling the braking force or driving force of the non-flat tire wheel; wherein the non-flat tire wheel is obtained based on the target rack force.

[0149] That is, in the embodiment of the present application, when only the front steering rack force is abnormal, it means that the rear wheels can operate normally, so the yaw rate of the vehicle can be corrected by controlling the steering angle of the rear wheels; when an abnormality occurs in the rear wheels, or when both the front and rear wheels are abnormal, the steering angle of the rear wheels cannot be accurately controlled, so the braking torque or driving torque of the non-flatted wheel can be controlled to achieve the correction of the vehicle's yaw rate.

[0150] In the embodiment of the present application, different control strategies are set. When the rack force of the vehicle is abnormal, the vehicle can select the correct control strategy according to the abnormal situation to ensure stable driving of the vehicle.

[0151] In some possible embodiments, after determining that the rack force of the vehicle is abnormal, the yaw rate of the vehicle will be corrected. However, if the rack force of the vehicle is abnormal for a long time, only correcting the yaw rate of the vehicle cannot ensure the stable driving of the vehicle. Therefore, while correcting the yaw rate of the vehicle, the following steps can also be implemented: Figure 3 The steps shown, where:

[0152] In step 301 : determining a first abnormal duration of the target rack force.

[0153] In the embodiment of the present application, after the abnormal target rack force is determined, time may be counted to determine the abnormal duration of the rack force.

[0154] In step 302 : if the first abnormal time duration is greater than the first preset time duration, the wheel with a flat tire and the wheel without a flat tire are determined based on the target rack force.

[0155] When it is determined that the abnormal duration of the target rack force is greater than a pre-set first preset duration, it means that the vehicle is not stably driven by correcting the vehicle yaw angle, so further vehicle control is required to ensure stable driving of the vehicle.

[0156] In step 303 : the motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flatted wheel is adjusted.

[0157] In the embodiment of the present application, when it is determined that the rack force of the vehicle is continuously abnormal, the vehicle stability can be controlled by adjusting the motor torque output by the EPS in the vehicle. Furthermore, the output torque of the vehicle drive system and / or the torque of the non-flatted wheel can be adjusted.

[0158] When a vehicle has a tire blowout, in addition to detecting abnormal rack force, the vehicle's inertial measurement unit (IMU) and wheel speed sensor (WSS) will also detect abnormal data. Therefore, if the abnormal data detected by the IMU or WSS persists for a long time, it can also be determined that the vehicle has a tire blowout. In some possible embodiments, it can be specifically implemented as follows: Figure 4 Steps shown:

[0159] In step 401: determine whether the data detected by the motion sensor is abnormal, and if abnormal, determine a second abnormal time duration for detecting the abnormal data.

[0160] In the embodiment of the present application, the IMU is used to detect the acceleration and yaw rate of the vehicle. If the acceleration and / or yaw rate of the vehicle is abnormal, it is determined that the data is abnormal. When the abnormal data is detected, the timing is started. If the abnormal time is short, it means that the abnormal data has been detected. Figure 2 The method shown puts the vehicle in a stable state, or indicates that there is no abnormality with the vehicle.

[0161] In step 402 : if the second abnormal time duration is greater than the second preset time duration, the wheel with a flat tire and the wheel without a flat tire are determined based on the target rack force.

[0162] In an embodiment of the present application, if it is determined that the time duration of the abnormal data detected by the IMU is greater than a pre-set second preset time duration, it means that the vehicle is still in an unstable state, and therefore it is necessary to continue to control the vehicle to ensure stable driving of the vehicle.

[0163] In step 403 : the motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flatted wheel is adjusted.

[0164] The specific implementation of this step is the same as that of step 303 and will not be repeated here.

[0165] In some other possible embodiments, it can be specifically implemented as follows Figure 5 The steps shown, where:

[0166] In step 501 : determining whether the data detected by the wheel speed sensor is abnormal; if abnormal, determining a third abnormal time duration for detecting the abnormal data.

[0167] In the embodiment of the present application, WSS is used to detect the rotation speed of the vehicle's wheels. If the rotation speed of the vehicle's wheels is detected to be abnormal, it is determined that data abnormality is detected. When it is determined that data abnormality is detected, timing is started. If the abnormal time is short, it means that the abnormality has passed. Figure 2 The method shown puts the vehicle in a stable state, or indicates that there is no abnormality with the vehicle.

[0168] In step 502 : if the third abnormal time duration is greater than the third preset time duration, the wheel with a flat tire and the wheel without a flat tire are determined based on the target rack force.

[0169] In the embodiment of the present application, if it is determined that the abnormal time length of the data detected by the WSS is greater than the preset third preset time length, it means that the vehicle is still in an unstable state, so it is necessary to continue to control the vehicle to ensure stable driving of the vehicle.

[0170] In step 503 : the motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flatted wheel is adjusted.

[0171] The specific implementation of this step is the same as that of step 303 or step 403 and will not be repeated here.

[0172] It should be noted that in the embodiments of this application, the above Figure 4 、 Figure 5 The execution order of the methods shown in Figure 2 The execution order of the illustrated method is not limited, that is, the vehicle can simultaneously detect the rack force, wheel speed, vehicle yaw rate, and acceleration, and take appropriate measures based on different abnormalities occurring in the vehicle; Figure 3 The method shown is used Figure 2 The method shown in can be implemented after the target rack force is determined.

[0173] It is understandable that Figure 2The method shown in FIG takes appropriate measures to control the vehicle immediately after detecting abnormal rack force. Figure 3 The method shown requires Figure 2 The vehicle will be controlled only when the first preset time is reached. Figure 4 、 Figure 5 The methods shown in the figure also need to wait for a corresponding period of time to control the vehicle, so the above-mentioned Figure 2-Figure 5 The control method in is divided into two parts, rapid intervention ( Figure 2 Method shown) and medium-speed intervention ( Figure 3-Figure 5 method shown).

[0174] In the embodiment of the present application, rapid intervention can quickly identify the axial position of the wheel with a flat tire, thereby achieving early control stability without affecting the driving experience, solving the problems of slow detection speed and delayed control intervention in related technologies; the medium-speed intervention method reduces the risk of vehicle instability caused by driver misoperation when a flat tire occurs.

[0175] In some possible embodiments, the following may also be used: Figure 6 The method shown is to determine whether a vehicle has a tire blowout, wherein:

[0176] In step 601: the tire pressure of the vehicle is detected.

[0177] In the embodiment of the present application, the tire pressure in the vehicle can be detected by a tire pressure sensor in the vehicle.

[0178] In step 602: if it is determined that the tire pressure of the vehicle has suddenly dropped, the tire with a flat tire and the tire without a flat tire are determined based on the tire pressure of the vehicle.

[0179] When it is determined that a sudden drop in tire pressure occurs in a vehicle, it indicates that the vehicle has a tire blowout. At this time, the wheel where the sudden drop in tire pressure occurs can be regarded as the tire blowout wheel, and the other wheels can be regarded as non-flattened wheels.

[0180] In step 603 : the motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flatted wheel is adjusted.

[0181] It should be noted that, in the embodiments of this application, Figure 6 The steps shown are executed in the same order as above. Figure 2-Figure 5 There is no correlation between the execution order of the steps in the above example, that is, the rack force, wheel speed, vehicle yaw angular velocity, acceleration and tire pressure can be detected at the same time, and corresponding measures can be taken according to different abnormalities in the vehicle; it is understandable that the tire pressure detection process is usually slow, so Figure 6 The method shown is described as a slow intervention.

[0182] Through the above content, we can get Figure 3-Figure 6 After the method determines that the vehicle has a tire blowout, the output torque needs to be controlled by the drive system and the torque of the non-blowout wheel needs to be adjusted. For example: the current yaw rate of the vehicle is obtained, the distribution of the braking driving force of each wheel is adjusted, and the yaw torque generated by the tire blowout is balanced by controlling the braking driving force of the non-blowout wheel, so that the yaw rate of the vehicle reaches the target value. At the same time, in order to prevent the vehicle from continuing to accelerate after a tire blowout and causing further vehicle instability, the drive system limits the torque according to the vehicle speed. The higher the speed, the smaller the torque limit. The method of controlling the output torque and adjusting the torque of the non-blowout wheel using the drive system in this application are the same as those in the related art and will not be repeated here.

[0183] In some possible embodiments, the motor torque of the EPS in the vehicle can be adjusted as follows: Figure 7 The steps shown, where:

[0184] In step 701: obtain the vehicle's status information, current angular velocity, and current steering wheel angle.

[0185] In an embodiment of the present application, the vehicle status information includes but is not limited to: radar information and image information. The vehicle status information can be obtained through devices such as radar and cameras in the vehicle. At the same time, the vehicle's current angular velocity can be obtained through the IMU in the vehicle, and the vehicle's current steering wheel angle can be obtained through the Torque and Angle Sensor (TAS).

[0186] In step 702: a steering wheel angle threshold and an angular velocity threshold are obtained according to the state information, the current angular velocity and the current steering wheel angle.

[0187] In an embodiment of the present application, based on the status information obtained by radar, cameras and other equipment, obstacles and lane lines around the vehicle can be identified, and then based on information such as the current vehicle speed and steering wheel angle, the steering wheel angle and angular velocity corresponding to the vehicle colliding or deviating from the lane within a specified time threshold can be identified, and the steering wheel angle and angular velocity corresponding to the possible collision or lane deviation are used as the corresponding driving safety boundary of the vehicle.

[0188] Therefore, in some possible embodiments, a steering wheel angle threshold and an angular velocity threshold are obtained based on the status information, the current angular velocity and the current steering wheel angle. Specifically, this can be implemented as follows: a drivable area is determined based on radar information and image information; and a steering wheel threshold and an angular velocity threshold are obtained based on the status information, the current angular velocity and the drivable area.

[0189] The drivable area is the area within the vehicle's lane line and will not collide with obstacles, such as Figure 8 As shown, for vehicle A, the shaded area is the drivable area. After obtaining the drivable area, the steering wheel threshold and angular velocity threshold can be obtained by predicting the corresponding steering wheel angle and angular velocity when the vehicle exceeds the drivable area.

[0190] In step 703 : based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold, the motor torque of the electric power steering system is adjusted.

[0191] exist Figure 3-Figure 5 In the method shown, it is necessary to reduce the risk of vehicle instability caused by the driver's steering error when a tire blowout occurs. Therefore, the motor torque of the electric power steering system is adjusted based on the current angular velocity, angular velocity threshold, current steering wheel angle, and steering wheel angle threshold. Specifically, it can be implemented as follows Figure 9 The steps shown, where:

[0192] In step 901: a first difference is determined according to the current angular velocity and the angular velocity threshold.

[0193] In step 902: a second difference is determined according to the steering wheel angle and the steering wheel angle threshold.

[0194] In step 903 : if the first difference is greater than a first difference threshold, and / or the second difference is greater than a second difference threshold, then the motor torque of the electric power steering system is reduced.

[0195] In an embodiment of the present application, when the first difference of the vehicle is greater than the first difference threshold and / or the second difference is greater than the second difference threshold, it indicates that the vehicle is at risk of collision (i.e., the vehicle may drive out of the lane line or collide with an obstacle), and the motor torque of the EPS needs to be reduced to achieve the purpose of suppressing driver misoperation.

[0196] The EPS motor torque is inversely proportional to the first and second difference values. Specifically, the closer the first difference value is to the first difference threshold, or the closer the second difference value is to the second difference threshold, the smaller the motor torque. Therefore, when adjusting the EPS motor torque, it is necessary to adjust the motor torque in real time based on the first and second difference values to ensure safe driving of the vehicle.

[0197] In step 904 : if the first difference is less than the third difference threshold, and the second difference is less than the second difference threshold, the motor torque of the electric power steering system is controlled to be the preset motor torque threshold.

[0198] In an embodiment of the present application, when the first difference is less than the third difference threshold and the second difference is less than the second difference threshold, it means that the vehicle has exceeded the drivable area. At this time, the motor torque needs to be reduced to a pre-set preset motor torque threshold.

[0199] That is, a steering assist correction is added to the moderate intervention method in the embodiment of the present application, which reduces the assist when the driver makes a sharp turn, thereby reducing the risk of vehicle instability caused by the driver's steering error when a tire blowout occurs.

[0200] exist Figure 6 In the method shown, after a tire blowout is confirmed, the safe driving space (i.e., the driving area) of the vehicle in the lane after the tire blowout is first calculated, and the vehicle's steering wheel is adjusted based on the safe driving space. When the driver makes an error in operation and causes the driver to conflict with the EPS, the collision risk after the tire blowout is reduced while retaining the driver's operating authority as much as possible.

[0201] Based on this, before adjusting the motor torque of the electric power steering system based on the current angular velocity, angular velocity threshold, current steering wheel angle, and steering wheel angle threshold, it is first necessary to implement: determine the drivable area based on radar information and image information; and adjust the current angle and / or torque of the vehicle steering wheel based on the drivable area.

[0202] That is, in the embodiment of the present application, the drivable area is first determined based on the vehicle's status information, and then the current steering wheel angle and / or torque is adjusted based on the drivable area to achieve the purpose of correcting the vehicle's driving trajectory.

[0203] After correcting the vehicle's trajectory, it is necessary to determine whether the driver is resisting the EPS. Therefore, the following can be implemented: obtain the current torque of the steering wheel; if the duration of the current torque exceeds the preset torque duration, and the current torque is opposite to the motor torque, and the torque difference between the current torque and the motor torque is greater than the preset torque threshold, it is determined that the driver is resisting the EPS.

[0204] In the embodiment of the present application, if the current torque direction applied by the user to the steering wheel is opposite to the motor torque direction and lasts for a long time, it means that the user made an erroneous operation due to panic, thereby causing a confrontation with the EPS.

[0205] After determining that the driver is in conflict with the EPS, in order to reduce the risk of collision, the following methods can be used: Figure 9 Follow the steps shown to adjust the EPS motor torque.

[0206] In this case, in order to further ensure the safety of the vehicle and remind other vehicles that the vehicle has a tire blowout, it is also possible to: output a tire blowout prompt on the vehicle's display screen, and / or output a tire blowout voice through a voice playback device, and / or control the tire blowout fault light to light up.

[0207] In some possible embodiments, after the vehicle is controlled using the above method, the following method can be implemented to determine whether the control process needs to be terminated: determine whether the vehicle has entered a safe state; if it is determined that the vehicle has entered a safe state, and the duration of entering the safe state exceeds a preset safety time threshold, stop correcting the yaw angular velocity of the non-flat tire wheel, turn off the drive system, and turn off the electric power steering system.

[0208] That is, in the embodiment of the present application, if the vehicle enters a safe state and the time it maintains the safe state exceeds the preset safety time threshold, the above-mentioned control measures can be stopped. Once the vehicle enters an unsafe state again at a certain moment (rack force abnormality, rack force / WSS / IMU abnormality for a long time, sudden drop in tire pressure), it is necessary to select the corresponding control measures again according to the type of abnormality of the vehicle to ensure the safe driving of the vehicle.

[0209] From the above analysis, we can see that Figure 10 As shown, the embodiment of the present application provides three intervention methods for vehicle control, namely fast intervention, medium intervention and slow intervention, among which:

[0210] The conditions for rapid intervention are: abnormal rack force is detected; the control method adopted is: correcting the vehicle's yaw rate by controlling the steering angle of the rear wheels through the rear axle, or correcting the vehicle's yaw rate by controlling the braking force or driving force of the non-flat tire wheel.

[0211] The conditions for medium-speed intervention are: continuous abnormal rack force / continuous abnormal data detected by IMU / continuous abnormal data detected by WSS; the control method adopted is: adjusting the EPS motor torque according to the vehicle's current angular velocity, angular velocity threshold, current steering wheel angle, and steering wheel angle threshold.

[0212] The conditions for slow intervention are: determining that the vehicle's tire pressure has suddenly dropped; the control measures adopted are: correcting the vehicle's driving trajectory, determining whether the user is resisting the EPS, and when the user is resisting the EPS, adjusting the EPS motor torque according to the vehicle's current angular velocity, angular velocity threshold, current steering wheel angle, and steering wheel angle threshold, outputting a tire blowout prompt on the vehicle's display screen, and / or outputting a tire blowout voice through a voice playback device, and / or controlling the tire blowout fault light to light up.

[0213] exist Figure 10Among them, fast intervention has the fastest response speed, but the degree of control over the vehicle is the smallest, slow intervention has a slower response speed, but the degree of control over the vehicle is the largest. Therefore, by setting the three intervention modes in the vehicle at the same time, different control strategies can be adopted to flexibly control the vehicle according to the vehicle's situation.

[0214] In order to facilitate further understanding, the tire blowout control method provided in the embodiment of the present application is generally described below. Figure 11 As shown,

[0215] In step 1100: tire blowout detection is started.

[0216] In the embodiment of the present application, the tire blowout detection process can be performed periodically or in real time, and the present application does not limit this.

[0217] In step 1101: the front steering rack force and the rear steering rack force of the vehicle are obtained.

[0218] The specific implementation of this step is the same as that of step 201 and will not be repeated here.

[0219] In step 1102: determine whether there is a target rack force with abnormal rack force based on the front steering rack force and the rear steering rack force; the target rack force includes: the front steering rack force and / or the rear steering rack force; if so, proceed to step 1103, otherwise proceed to step 1112.

[0220] The specific implementation of this step is the same as that of step 201 and will not be repeated here.

[0221] In step 1103: determine whether the target rack force is the front axle rack force, if so, proceed to step 1104, otherwise proceed to step 1105.

[0222] In step 1104 : the yaw rate of the vehicle is corrected by controlling the steering angle of the rear wheels.

[0223] In the embodiment of the present application, when only the front steering rack force is abnormal, it indicates that the rear wheels can operate normally, and therefore the yaw rate of the vehicle can be corrected by controlling the steering angle of the rear wheels.

[0224] In step 1105 : the yaw rate of the vehicle is corrected by controlling the braking force or driving force of the wheel that does not have a flat tire.

[0225] When an abnormality occurs in the rear wheels, or when an abnormality occurs in both the front and rear wheels, the steering angle of the rear wheels cannot be accurately controlled. Therefore, the braking torque or driving torque of the non-flatted wheel can be controlled to correct the vehicle's yaw rate.

[0226] In step 1106 : determine whether the first abnormal duration of the target rack force is greater than the first preset duration, if so, proceed to step 1109 , otherwise proceed to step 1112 .

[0227] The specific implementation of this step is the same as that of step 301 and step 302, and will not be repeated here.

[0228] In step 1107 : determine whether the second abnormal duration of the motion sensor is greater than the second preset duration, if so, proceed to step 1109 , otherwise proceed to step 1112 .

[0229] The specific implementation of this step is the same as that of step 401 and step 402, and will not be repeated here.

[0230] In step 1108 : determine whether the third abnormal time length of the wheel speed sensor is greater than the third preset time length. If so, proceed to step 1109 ; otherwise, proceed to step 1112 .

[0231] The specific implementation of this step is the same as that of step 501 and step 502, and will not be repeated here.

[0232] In step 1109 : the wheel with a flat tire and the wheel without a flat tire are determined based on the target rack force.

[0233] In step 1110 : adjusting the motor torque output by the electric power steering system.

[0234] In step 1111: the output torque is controlled by the drive system, and / or the torque of the non-flatted wheel is adjusted.

[0235] The specific implementation of this step is the same as that of step 503 and will not be repeated here.

[0236] In step 1112: the tire pressure of the vehicle is detected.

[0237] The specific implementation of this step is the same as that of step 601 and will not be repeated here.

[0238] In step 1113: determine whether the tire pressure of the vehicle has suddenly dropped. If so, proceed to step 1109; otherwise, proceed to step 1112.

[0239] In step 1114: a drivable area is determined according to the vehicle status information, and the current steering wheel angle and / or torque is adjusted based on the drivable area.

[0240] In step 1115: determine whether the driver is in conflict with the EPS. If so, proceed to step 1110; otherwise, proceed to step 1111.

[0241] In step 1112: end this process.

[0242] Based on the same inventive concept, the embodiment of the present application also provides a vehicle control system, such as Figure 12 As shown, the system includes: a detection unit, a control unit and an actuator;

[0243] Among them, the detection unit includes: tire pressure sensor, IMU, TAS, steering angle sensor, EPS current collection resistor; the tire pressure sensor is used to check the tire pressure of the vehicle tire, the IMU is used to detect the vehicle's acceleration and yaw angular velocity, the TAS is used to detect the steering wheel angle and steering wheel torque, the steering angle sensor is used to detect the steering angle of the steering system, and the EPS current collection resistor is a sensor for collecting the current of the front steering power motor, and the current is used to reflect the torque and ground resistance.

[0244] The control unit includes: a rack force estimation module, a tire blowout detection module and a tire blowout control module. Among them, the rack force estimation module is used to determine whether the rack force in the vehicle is abnormal, the tire blowout detection module is used to determine whether the data detected by the IMU / WSS is continuously abnormal, and the tire blowout control module is used to control the actuator.

[0245] The actuators include: drive motor (single motor, multi-motor system), hydraulic brake system (including electronic mechanical brake system), front steering power motor (including wire-controlled steering motor) and rear wheel steering system.

[0246] When a tire blowout occurs, the detection system determines the type of abnormality in the vehicle based on the signals sent by different sensors and then activates the actuator to control the vehicle through the control unit.

[0247] The following describes a process of executing the tire blowout control method in a vehicle control system provided by an embodiment of the present application:

[0248] a detection unit, used to obtain a front steering rack force and a rear steering rack force of the vehicle;

[0249] a control unit, configured to determine a target rack force for rack force abnormality based on the front steering rack force and the rear steering rack force; the target rack force includes: the front steering rack force and / or the rear steering rack force;

[0250] The actuator is used to correct the yaw rate of the vehicle based on the target rack force.

[0251] In some possible embodiments, the control unit is further configured to: determine a first abnormal duration of the target rack force; if the first abnormal duration is greater than a first preset duration, determine whether the wheel has a flat tire or not based on the target rack force;

[0252] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0253] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the motion sensor is abnormal; if so, determine a second abnormality duration for detecting the abnormal data; and if the second abnormality duration is greater than a second preset duration, determine whether the wheel has a flat tire or a non-flat tire based on the target rack force;

[0254] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0255] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the wheel speed sensor is abnormal; if so, determine a third abnormality duration for detecting the abnormal data; and if the third abnormality duration is greater than a third preset duration, determine whether the wheel has a flat tire or a non-flat tire based on the target rack force;

[0256] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0257] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the wheel speed sensor is abnormal; if so, determine a third abnormality duration for detecting the abnormal data; and if the third abnormality duration is greater than a third preset duration, determine whether the wheel has a flat tire or a non-flat tire based on the target rack force;

[0258] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0259] In some possible embodiments, the control unit is further configured to: detect the tire pressure of the vehicle; if it is determined that the tire pressure of the vehicle has suddenly dropped, determine the tire with a flat tire and the tire without a flat tire based on the tire pressure of the vehicle;

[0260] The actuator is also used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

[0261] In some possible embodiments, the actuator is specifically used to:

[0262] Get the vehicle's status information, current angular velocity, and current steering wheel angle;

[0263] Obtaining a steering wheel angle threshold and an angular velocity threshold according to the state information, the current angular velocity, and the current steering wheel angle;

[0264] The motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

[0265] In some possible embodiments, the status information includes radar information and image information, and the actuator is specifically configured to:

[0266] Determine the drivable area based on radar information and image information;

[0267] According to the state information, current angular velocity, and drivable area, the steering wheel threshold and angular velocity threshold are obtained.

[0268] In some possible embodiments, the actuator is specifically used to:

[0269] determining a first difference between the current angular velocity and the angular velocity threshold;

[0270] determining a second difference value based on the steering wheel angle and the steering wheel angle threshold;

[0271] If the first difference is greater than a first difference threshold, and / or the second difference is greater than a second difference threshold, reducing the motor torque of the electric power steering system;

[0272] If the first difference is smaller than the third difference threshold, and the second difference is smaller than the second difference threshold, the motor torque of the electric power steering system is controlled to be the preset motor torque threshold.

[0273] In some possible embodiments, the status information includes radar information and image information, and the actuator is specifically configured to:

[0274] Determine the drivable area based on radar information and image information;

[0275] The current angle and / or torque of the vehicle's steering wheel is adjusted based on the drivable area.

[0276] In some possible embodiments, the actuator is further configured to:

[0277] Get the current torque of the steering wheel;

[0278] If the duration of the current torque exceeds the preset torque duration, and the current torque is opposite to the direction of the motor torque, and the torque difference between the current torque and the motor torque is greater than the preset torque threshold, then a first difference is determined based on the current angular velocity and the angular velocity threshold; a second difference is determined based on the steering wheel angle and the steering wheel angle threshold; if the first difference is greater than the first difference threshold, and / or the second difference is greater than the second difference threshold, then the motor torque of the electric power steering system is reduced; if the first difference is less than the first difference threshold, and the second difference is less than the second difference threshold, then the motor torque of the electric power steering system is controlled to be the preset motor torque threshold.

[0279] In some possible embodiments, the actuator is further configured to:

[0280] Output a tire blowout prompt on the vehicle's display screen, and / or output a tire blowout voice through a voice playback device, and / or control a tire blowout fault light to light up.

[0281] In some possible embodiments, the actuator is specifically used to:

[0282] If the target rack force includes the front steering rack force, the vehicle's yaw rate is corrected by controlling the steering angle of the rear wheels;

[0283] If the target rack force includes the rear steering rack force, or the front steering rack force and the rear steering rack force, the yaw rate of the vehicle is corrected by controlling the braking force or the driving force of the non-flat tire wheel; wherein the non-flat tire wheel is obtained based on the target rack force.

[0284] An embodiment of the present application also provides a readable storage medium, which stores a program. When the program is run on an electronic device, the vehicle executes the method provided in the embodiment shown in the present application.

[0285] An embodiment of the present application also provides a program product, which includes a program. When the program product is run on a vehicle, it enables the vehicle to execute the method provided by the embodiment shown in the present application.

[0286] In the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent the existence of A alone, the existence of A and B at the same time, and the existence of B alone. Among them, A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b and c can represent: a, b, c, a and b, a and c, b and c or a and b and c, where a, b, c can be single or multiple.

[0287] Those skilled in the art will appreciate that the various units and algorithm steps described in the embodiments disclosed herein can be implemented using a combination of electronic hardware, computer software, and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0288] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0289] In the several embodiments provided in this application, if any function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of this application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of this application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory; hereinafter referred to as: ROM), random access memory (Random Access Memory; hereinafter referred to as: RAM), disk or optical disk and other media that can store program code.

[0290] The above description is merely a specific embodiment of the present application. Any person skilled in the art may easily conceive of variations or substitutions within the technical scope disclosed in this application, and such variations or substitutions shall be within the scope of protection of this application. The scope of protection of this application shall be subject to the scope of protection of the claims.

Claims

1. A tire blowout control method, characterized in that: The method comprises: Obtain the front steering rack force and the rear steering rack force of the vehicle; Determining a target rack force for rack force abnormality based on the front steering rack force and the rear steering rack force; the target rack force includes: the front steering rack force and / or the rear steering rack force; The vehicle's yaw rate is corrected based on the target rack force.

2. The method according to claim 1, characterized in that After determining the target rack force for rack force abnormality based on the front steering rack force and the rear steering rack force, the method further includes: determining a first abnormal duration of the target rack force; If the first abnormality duration is greater than a first preset duration, determining a tire blowout wheel and a non-blowout wheel based on the target rack force; The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

3. The method according to any one of claims 1 or 2, characterized in that The method further comprises: determining whether the data detected by the motion sensor is abnormal, and if abnormal, determining a second abnormal duration of time during which the abnormal data is detected; If the second abnormal time period is longer than a second preset time period, determining a tire blowout wheel and a non-blowout wheel based on the target rack force; The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

4. The method according to any one of claims 1 or 2, characterized in that The method further comprises: determining whether the data detected by the wheel speed sensor is abnormal, and if abnormal, determining a third abnormality duration for which the abnormal data is detected; If the third abnormal time duration is greater than a third preset time duration, determining whether the wheel has a flat tire or not based on the target rack force; The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

5. The method according to claim 3, characterized in that The method further comprises: determining whether the data detected by the wheel speed sensor is abnormal, and if abnormal, determining a third abnormality duration for which the abnormal data is detected; If the third abnormal time duration is greater than a third preset time duration, determining whether the wheel has a flat tire or not based on the target rack force; The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

6. The method according to claim 1, characterized in that The method further comprises: detecting the tire pressure of the vehicle; If it is determined that the tire pressure of the vehicle has suddenly dropped, determining a tire with a flat tire and a non-flat tire according to the tire pressure of the vehicle; The motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the drive system, and / or the torque of the non-flat tire wheel is adjusted.

7. The method according to any one of claims 2 to 6, characterized in that: The adjusting the motor torque output by the electric power steering system includes: Get the vehicle's status information, current angular velocity, and current steering wheel angle; Obtaining a steering wheel angle threshold and an angular velocity threshold according to the state information, the current angular velocity, and the current steering wheel angle; The motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

8. The method according to claim 7, characterized in that The state information includes radar information and image information, and obtaining a steering wheel angle threshold and an angular velocity threshold according to the state information, the current angular velocity, and the current steering wheel angle includes: determining a drivable area based on the radar information and the image information; The steering wheel threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity, and the drivable area.

9. The method according to claim 7, characterized in that The adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold includes: determining a first difference between the current angular velocity and the angular velocity threshold; determining a second difference between the steering wheel angle and the steering wheel angle threshold; If the first difference is greater than a first difference threshold, and / or the second difference is greater than a second difference threshold, reducing the motor torque of the electric power steering system; If the first difference is smaller than the third difference threshold, and the second difference is smaller than the second difference threshold, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold.

10. The method according to claim 7, characterized in that The status information includes radar information and image information. If it is determined that a sudden drop in tire pressure of the vehicle occurs, before adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold, the method further includes: determining a drivable area based on the radar information and the image information; The current angle and / or torque of the vehicle steering wheel is adjusted according to the drivable area.

11. The method according to claim 10, characterized in that After adjusting the current angle and / or torque of the vehicle steering wheel according to the drivable area, the method further includes: Obtaining the current torque of the steering wheel; If the duration of the current torque exceeds the preset torque duration, and the current torque is opposite to the direction of the motor torque, and the torque difference between the current torque and the motor torque is greater than the preset torque threshold, then a first difference is determined based on the current angular velocity and the angular velocity threshold; a second difference is determined based on the steering wheel angle and the steering wheel angle threshold; if the first difference is greater than the first difference threshold, and / or the second difference is greater than the second difference threshold, then the motor torque of the electric power steering system is reduced; if the first difference is less than the first difference threshold, and the second difference is less than the second difference threshold, then the motor torque of the electric power steering system is controlled to be the preset motor torque threshold.

12. The method according to claim 7, characterized in that The method further comprises: A tire blowout prompt is output on a display screen of the vehicle, and / or a tire blowout voice is output through a voice playing device, and / or a tire blowout fault light is controlled to light up.

13. The method according to claim 1, wherein The correcting process of the yaw rate of the vehicle based on the target rack force includes: If the target rack force includes a front steering rack force, then correcting the yaw rate of the vehicle by controlling the steering angle of the rear wheels; If the target rack force includes a rear steering rack force, or a front steering rack force and a rear steering rack force, the yaw rate of the vehicle is corrected by controlling the braking force or driving force of a non-flat tire wheel; wherein the non-flat tire wheel is obtained based on the target rack force.

14. A vehicle control system, characterized in that: The system comprises: a detection unit, used to obtain a front steering rack force and a rear steering rack force of the vehicle; A control unit, configured to determine a target rack force for rack force abnormality based on the front steering rack force and the rear steering rack force; the target rack force includes: the front steering rack force and / or the rear steering rack force; The actuator is used to correct the yaw rate of the vehicle based on the target rack force.

15. The system according to claim 14, wherein: The control unit is further configured to: determine a first abnormal duration of the target rack force; and if the first abnormal duration is greater than a first preset duration, determine whether the wheel has a flat tire or not based on the target rack force; The actuator is further used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

16. The system according to any one of claims 14 or 15, characterized in that: The control unit is further configured to: determine whether the data detected by the motion sensor is abnormal; if so, determine a second abnormality duration of the abnormal data; and if the second abnormality duration is greater than a second preset duration, determine whether the wheel has a flat tire or a non-flat tire based on the target rack force; The actuator is further used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

17. The system according to any one of claims 14 or 15, characterized in that: The control unit is further configured to: determine whether the data detected by the wheel speed sensor is abnormal; if abnormal, determine a third abnormality duration during which the abnormal data is detected; and if the third abnormality duration is greater than a third preset duration, determine whether the wheel has a flat tire or a normal wheel based on the target rack force; The actuator is further used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

18. The system according to claim 16, wherein: The control unit is further configured to: determine whether the data detected by the wheel speed sensor is abnormal; if abnormal, determine a third abnormality duration during which the abnormal data is detected; and if the third abnormality duration is greater than a third preset duration, determine whether the wheel has a flat tire or a normal wheel based on the target rack force; The actuator is further used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

19. The system according to claim 14, wherein: The control unit is further configured to: detect the tire pressure of the vehicle; if it is determined that the tire pressure of the vehicle has suddenly dropped, determine whether the wheel has a flat tire or a non-flat tire according to the tire pressure of the vehicle; The actuator is further used to adjust the motor torque output by the electric power steering system and control the output torque through the drive system, and / or adjust the torque of the non-flat tire wheel.

20. The system according to any one of claims 15 to 19, characterized in that: The actuator is specifically used for: Get the vehicle's status information, current angular velocity, and current steering wheel angle; Obtaining a steering wheel angle threshold and an angular velocity threshold according to the state information, the current angular velocity, and the current steering wheel angle; The motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

21. The system according to claim 20, wherein: The state information includes radar information and image information, and the actuator is specifically used to: determining a drivable area based on the radar information and the image information; The steering wheel threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity, and the drivable area.

22. The system according to claim 20, wherein: The actuator is specifically used for: determining a first difference between the current angular velocity and the angular velocity threshold; determining a second difference between the steering wheel angle and the steering wheel angle threshold; If the first difference is greater than a first difference threshold, and / or the second difference is greater than a second difference threshold, reducing the motor torque of the electric power steering system; If the first difference is smaller than the third difference threshold, and the second difference is smaller than the second difference threshold, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold.

23. The system according to claim 20, wherein: The state information includes radar information and image information, and the actuator is specifically used to: determining a drivable area based on the radar information and the image information; The current angle and / or torque of the vehicle steering wheel is adjusted according to the drivable area.

24. The system according to claim 23, wherein: The actuator is also used to: Obtaining the current torque of the steering wheel; If the duration of the current torque exceeds the preset torque duration, the current torque is opposite to the motor torque, and the torque difference between the current torque and the motor torque is greater than a preset torque threshold, determining a first difference according to the current angular velocity and the angular velocity threshold; determining a second difference between the steering wheel angle and the steering wheel angle threshold; If the first difference is greater than a first difference threshold, and / or the second difference is greater than a second difference threshold, reducing the motor torque of the electric power steering system; If the first difference is smaller than the first difference threshold, and the second difference is smaller than the second difference threshold, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold.

25. The system according to claim 20, wherein: The actuator is also used to: A tire blowout prompt is output on a display screen of the vehicle, and / or a tire blowout voice is output through a voice playing device, and / or a tire blowout fault light is controlled to light up.

26. The system according to claim 14, wherein: The actuator is specifically used for: If the target rack force includes a front steering rack force, then correcting the yaw rate of the vehicle by controlling the steering angle of the rear wheels; If the target rack force includes a rear steering rack force, or a front steering rack force and a rear steering rack force, the yaw rate of the vehicle is corrected by controlling the braking force or driving force of a non-flat tire wheel; wherein the non-flat tire wheel is obtained based on the target rack force.

27. A vehicle, characterized in that: include: A processor and a memory, wherein the memory is used to store a program; and the processor is used to run the program to implement the tire blowout control method according to any one of claims 1 to 13.

28. A readable storage medium, characterized in that The readable storage medium stores a program, and when the program is run on a vehicle, the tire blowout control method according to any one of claims 1 to 13 is implemented.

29. A program, characterized in that When the program is run on a processor of a vehicle, the tire blowout control method according to any one of claims 1 to 13 is implemented.

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