Vehicle tire burst detection and stability control method, product, equipment and storage medium

Abstract

The invention relates to the technical field of vehicle active safety, in particular to a vehicle tire burst detection and stability control method, a product, equipment and a storage medium. The method comprises the following steps: monitoring a signal of a tire pressure sensor in a vehicle driving process and at least one kind of driving state information; if the signal of the tire pressure sensor indicates that the target tire has the tire burst risk, weighting the at least one kind of driving state information according to the current driving scene, the quality of the driving state information and the current road condition; inputting the weighted information into a pre-trained prediction model to obtain the target tire burst confidence output by the prediction model; and if the confidence coefficient is larger than a set threshold value, stability control is conducted on the vehicle body. The tire burst condition of the vehicle can be timely and accurately detected, the vehicle is stably controlled, and the driving safety is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle active safety technology, in particular, to a vehicle tire burst detection and stability control method, product, equipment and storage medium. BACKGROUND

[0002] Tire burst is a sudden condition with high danger in road traffic, especially in high-speed driving conditions (usually referring to a speed higher than 80 km / h), which is one of the main reasons leading to serious traffic accidents. Since the tire loses support air pressure instantaneously, its dynamic characteristics will deteriorate sharply and nonlinearly, leaving a very short reaction time window for the vehicle system and the driver, usually only 200 to 500 milliseconds. Within this extremely short time, the vehicle will quickly enter an unstable state, mainly manifested as lateral instability and longitudinal instability.

[0003] 1. Lateral instability mechanism: When a tire burst occurs on a certain wheel of the vehicle (taking the left front wheel tire burst as an example), the rolling resistance of the burst tire will instantaneously increase sharply. This resistance will generate a significant yaw moment at the vehicle's center of mass, which acts to force the vehicle to deflect to the side of the burst tire. That is, the left front wheel tire burst will generate a moment that makes the vehicle deflect to the right, causing the vehicle to suddenly deviate from the original driving trajectory, which is extremely easy to collide with adjacent vehicles or road facilities.

[0004] 2. Longitudinal instability mechanism: The effective rolling radius of the burst wheel will rapidly decrease, causing the rotational angular velocity of the wheel to change abruptly relative to other normal wheels. This asymmetric wheel speed state not only exacerbates the vehicle's yaw motion, but also causes severe vehicle body roll, further deteriorating the vehicle's handling stability and putting the vehicle in danger of rolling over.

[0005] 3. Limitations of human drivers: In the face of such rapid vehicle instability, human drivers are difficult to intervene effectively. From perceiving the vehicle anomaly, judging the fault cause to finally executing the operation (such as steering and braking), the physiological reaction time of humans usually exceeds 1 second, which is much longer than the 200-500 millisecond critical time of tire burst leading to loss of control. Therefore, it is almost impossible in practice to rely on human drivers to manually operate to deal with high-speed tire burst accidents.

[0006] At present, the existing vehicle stability control system (such as electronic stability program ESP, anti-lock braking system ABS, etc.) is mainly optimized and designed for anti-lock braking or driving anti-skid under normal tire working conditions. The basic logic of these systems depends on the judgment of the normal tire characteristic model. When a tire burst occurs, the tire dynamics parameters have been fundamentally changed, which may cause the control algorithm of the traditional ESP / ABS system to make decisions based on false signals. The response delay, control strength or logic of the traditional ESP / ABS system may not effectively respond to the special and extreme working condition of tire burst, and even may produce false control instructions, which may exacerbate the instability of the vehicle. In view of this, the present application is proposed. SUMMARY

[0007] The purpose of the present application is to provide a vehicle tire burst detection and stability control method, product, equipment and storage medium, so as to accurately detect the tire burst condition of the vehicle in time and perform vehicle stability control, and improve the driving safety.

[0008] In order to achieve the above purpose, the present application adopts the following technical solutions: In a first aspect, the present application provides a vehicle tire burst detection and stability control method, comprising: monitoring the signal of a tire pressure sensor and at least one driving state information during the driving of the vehicle; if the signal of the tire pressure sensor indicates that the target tire has a tire burst risk, weighting processing the at least one driving state information according to the current driving scene, the quality of the driving state information and the current road condition; inputting the weighted processed information into a pre-trained prediction model to obtain the confidence of the tire burst of the target tire output by the prediction model; if the confidence is greater than a set threshold, performing stability control on the vehicle body; wherein the at least one driving state information comprises at least one of the following: suspension height change amount, suspension height change speed, wheel center line speed change amount, wheel speed change amount, yaw angle change amount and slip ratio change amount.

[0009] In a second aspect, the present application provides a computer program product, which, when running on a computer, causes the computer to execute the vehicle tire burst detection and stability control method of the first aspect.

[0010] In a third aspect, the present application provides an electronic device, comprising: at least one processor, and a memory in communication connection with the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the vehicle tire burst detection and stability control method described above.

[0011] In a fourth aspect, the present application provides a computer readable storage medium, having stored thereon computer instructions for causing a computer to execute the vehicle tire burst detection and stability control method described above.

[0012] Compared with the prior art, the present application has the following beneficial effects: To meet the stringent requirements of ASIL A (Automotive Safety Integrity Level) and above functional safety level on system reliability, and overcome the limitation of high false alarm rate of a single tire pressure sensor, the present application proposes a scheme of multiple factors being combined to jointly determine a tire burst event. The scheme establishes a multi-source information fusion decision mechanism, uses tire pressure sensor signals, suspension height, wheel speed, yaw angle and slip rate to check each other, thereby improving the functional safety level of the tire burst monitoring system while significantly reducing the false alarm rate. The present application weights the driving state information based on the current driving scene, information quality and current road conditions, which can effectively highlight the part of the driving state information affected by the tire burst. The weighted information is input into the prediction model, which can use the powerful nonlinear processing capability of the prediction model to obtain a more accurate tire burst confidence. The present application realizes millisecond-level fast and accurate identification of tire burst events, and through intelligent steering compensation and driver operation intervention, maximizes the stability of the vehicle, gains valuable reaction time for the driver, and significantly improves the driving safety under high-speed tire burst conditions. BRIEF DESCRIPTION OF DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the specific embodiments or the prior art, the following will briefly introduce the drawings needed to be used in the specific embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0014] Figure 1 is a flowchart of a vehicle tire burst detection and stability control method provided by an embodiment of the present application; Figure 2 is a flowchart of another vehicle tire burst detection and stability control method provided by an embodiment of the present application; Figure 3 is a structural schematic diagram of an electronic device provided by the present application. DETAILED DESCRIPTION

[0015] Exemplary embodiments of the present application are described herein with reference to the accompanying drawings, which are cited by way of example only. Thus, it should be understood that various modifications and changes to the exemplary embodiments described herein can be made by those skilled in the art without departing from the spirit and scope of the present application. Also, for the purpose of clarity and the brevity of description, the description below omits descriptions of well-known functions and constructions.

[0016] The present application is further described in detail below with reference to the embodiments.

[0017] The present application provides a vehicle tire burst detection and stability control method, which is implemented by relying on the related sensor group and controller system hardware on the vehicle.

[0018] The sensor group is used to collect various operating parameters of the vehicle, including but not limited to: tire pressure sensors installed in each tire, suspension height sensors (which can be Hall or potentiometer type) installed on each suspension assembly, wheel speed (i.e. the angular velocity of the wheel rotation) sensors, inertial measurement units (IMU) (used to collect longitudinal acceleration, lateral acceleration, yaw rate, etc.), steering wheel angle sensors, and accelerator pedal opening sensors.

[0019] The controller is the core processing unit of the system, which can be the vehicle controller module (VCM), domain controller or dedicated controller. The controller receives all signals from the sensor group through the vehicle bus (such as CAN bus), and executes the method described in the present application. The internal functional modules of the controller include a tire burst detection module and a stability control module (the division of functional modules is only logical, and does not have to be physically independent).

[0020] The actuator group is used to execute the control instructions issued by the controller, and its core includes an electric power steering system (EPS) that can generate additional steering assist or resistance torque according to instructions.

[0021] Figure 1 is a flowchart of a vehicle tire burst detection and stability control method provided by the present application. The method aims to detect whether a tire burst occurs in real time, and to control stability in a timely manner. Referring to Figure 1 , the method provided by the present application includes: S110, monitoring the signal of the tire pressure sensor and at least one driving state information during the driving process of the vehicle.

[0022] S120, if the signal of the tire pressure sensor indicates that the target tire has a tire burst risk, performing weighted processing on the at least one driving state information according to the current driving scene, the quality of the driving state information and the current road condition.

[0023] The signals of each tire pressure sensor are read, and the tire pressure rate of change of a target tire is calculated, for example, the pressure drop value ΔP in a very short time (for example, ΔT = 100 ms). The target tire is any tire of the vehicle. Alternatively, if the tire pressure sensor monitors that the tire pressure rate of change is greater than the tire pressure threshold value within 150-200 ms, indicating that the target tire has a risk of tire burst, the tire pressure rate of change and the tire burst risk signal are sent to the controller through a radio frequency signal, and the tire pressure monitoring system sends a corresponding message signal to the controller, with a sending frequency of 10 ms / frame and a continuous sending of 500 frames, to ensure that the controller receives the signal.

[0024] Under the tire burst condition, the suspension height, the change rate of the suspension height, the wheel center line speed, the wheel speed (i.e., the angular speed of the wheel rotation), the yaw angle, and the slip rate will all change significantly. The specific explanations are as follows: The vertical stiffness of the tire is significantly reduced, resulting in a decrease in the effective rolling radius of the tire. This change in the effective rolling radius causes a significant decrease in the suspension height of the tire on the tire burst side, and the change rate of the suspension height is relatively fast, which can be monitored in real time by the suspension height sensor installed in the suspension system.

[0025] Taking the left front wheel burst as an example, the following changes can be observed by analyzing the filtered suspension height signal: the suspension heights of the left front wheel, the right front wheel, and the left rear wheel all decrease, and the suspension height of the right rear wheel shows an upward trend. The mechanism of the above phenomenon can be further explained as follows: 1) The suspension height of the coaxial wheel (the right front wheel) decreases rapidly.

[0026] Since the vehicle suspension system is usually equipped with a transverse stabilizer bar (anti-roll bar), which mechanically connects the coaxial left and right wheels to each other. When the suspension height of one side of the wheel drops rapidly due to tire burst, the transverse stabilizer bar will transmit force and displacement to the other side of the wheel, causing the suspension height of the coaxial wheel (the right front wheel in this embodiment) to also decrease rapidly. This design is originally used to suppress body roll, but under the tire burst condition, it will exhibit a motion response of coaxial coupling.

[0027] 2) The suspension height of the same side wheel (the left rear wheel) decreases rapidly.

[0028] After the tire burst occurs, the vehicle center of gravity will shift laterally to the tire burst side (the left side). The shift of the center of gravity causes the vertical load of the wheel on that side to increase, and according to the suspension stiffness characteristics, the increase in load will cause the suspension to be further compressed, so the rear wheel on the same side (the left rear wheel) will also have a height drop. This phenomenon is essentially the result of the combined action of the change in vehicle attitude caused by tire burst and the load redistribution.

[0029] 3) The suspension height of the diagonal wheel (the right rear wheel) increases rapidly.

[0030] Due to the shift of the vehicle's center of gravity to the left front direction, the vertical load on the diagonal position of the right rear wheel is reduced accordingly. According to the suspension mechanics, the load reduction makes the suspension on this side stretch under its own restoring force, so the right rear wheel suspension height rises instead. This response conforms to the principle of "diagonal load transfer" in vehicle dynamics, further embodying the complex impact of tire burst on the vehicle posture.

[0031] Based on this, the data of each suspension height sensor is read, and the suspension height change amount and change speed in the setting period are calculated according to the suspension height on the side of the target tire. Taking the left front wheel as an example, if it bursts, the left front suspension will collapse rapidly due to the loss of support. The controller calculates the height reduction value ΔH in a very short period of time (for example, ΔT = 100 ms). In order to determine that the suspension height drop is caused by tire burst, rather than other factors, the change speed of the suspension height on the side of the target tire also needs to be calculated.

[0032] Under ideal conditions where the vehicle is running normally and the wheels are not slipping, the wheel speed is measured by the wheel speed sensor, and the wheel center line speed is calculated according to the wheel speed and the effective rolling radius of the wheel, which should be consistent with the longitudinal linear speed at the center of gravity of the vehicle (i.e. the actual vehicle speed). When a tire burst occurs, the rolling radius of the burst tire rapidly decreases. In order to maintain the rotational inertia of the wheel, the wheel speed will instantaneously increase, resulting in a significant deviation between the wheel center line speed and the wheel speed. Based on this principle, by continuously monitoring the change amount of the wheel center line speed and the change amount of the wheel speed, the abnormal mutation of the wheel speed and the wheel center line speed can be identified, thereby realizing the detection of the tire burst condition.

[0033] When a tire burst occurs, the vehicle's yaw angle will continue to increase, and the slip ratio of the burst wheel will suddenly change, so by monitoring the change amount of the yaw angle and the change amount of the slip ratio, the accuracy of tire burst monitoring can also be improved.

[0034] The embodiments of the present application take into account that the driving state information may also exhibit similar changes as tire burst under normal driving conditions, in order to distinguish from normal driving conditions, the driving state information is weighted to highlight the part of the driving state information affected by tire burst.

[0035] Optionally, first, the current driving scene is determined according to the current vehicle speed and the type of road on which the vehicle is currently driving (such as high speed or curve, etc.), and a first weight corresponding to the current driving scene is determined; according to the different types of information in the driving state information, a corresponding first weight is determined. The first weight can be obtained by experience or calibration, see the following table: Table 1 First weight query table

[0036] The second weight is determined according to the time interval of updating the driving state information and the historical confidence. For example, the longer the time interval of updating (the data not updated for a long time may be assigned a higher confidence because no abnormality is reported, assuming that the state is stable) and the higher the historical confidence, the higher the confidence of the driving state information, and a higher weight is assigned, as shown in the following formula: ; wherein, is the second weight of the i-th driving state information, is a decay coefficient, usually 0.1, and t is the time interval of updating the i-th driving state information, is the historical confidence of the i-th driving state information. The historical confidence can be determined by the difference between the historical driving state information and the true information. The larger the difference, the lower the historical confidence.

[0037] The third weight is determined according to the suspension acceleration root mean square value and the maximum allowed suspension acceleration root mean square value, as shown in the following formula:

[0038] wherein, is the third weight of the i-th driving state information, is the suspension acceleration root mean square value, is the maximum allowed suspension acceleration root mean square value. The suspension acceleration root mean square value is used to measure the vibration intensity of the suspension system, and the maximum allowed suspension acceleration root mean square value is a preset value of the vehicle, which is determined according to the structural strength of the vehicle. When the vehicle is driving on uneven road, the third weight needs to be reduced to eliminate the influence of the bumpy ground feedback from the original driving state information.

[0039] The comprehensive weight is obtained according to the first weight, the second weight and the third weight. Optionally, the first weight, the second weight and the third weight are multiplied or weighted summed to obtain the comprehensive weight, and the range of the comprehensive weight is 0-1. According to the comprehensive weight, at least one driving state information is weighted processed. Assuming that the driving state information in the embodiment includes: suspension height change amount, suspension height change speed, wheel center line speed change amount, wheel speed change amount, yaw angle change amount and slip ratio change amount, a total of 6 kinds of information, the first weight, the second weight, the third weight and the comprehensive weight of each kind of information are calculated respectively according to the above description. The comprehensive weight of each kind of information is multiplied by the corresponding information, and then divided by the sum of all comprehensive weights to obtain the weighted processed information.

[0040] S130, input the weighted processed information into the pre-trained prediction model to obtain the confidence of the target tire blowout output by the prediction model.

[0041] The prediction model can be a neural network model based on deep learning, representing a mapping relationship between the weighted processed information and the tire burst confidence. The prediction model needs to be trained in advance using training samples. The training samples include: weighted processed information and labels (including tire burst and no tire burst), and the specific training process is described in the prior art, which will not be repeated here.

[0042] The confidence range is 0-1, and the greater the confidence, the higher the possibility of tire burst. If the confidence is less than or equal to a set threshold, for example, 0.6, it means that the possibility is not high enough to consider that there is no tire burst.

[0043] S140, if the confidence is greater than the set threshold, the stability control of the vehicle body is performed.

[0044] If the confidence is greater than 0.6, it means that the vehicle is very likely to have a tire burst, and the stability control of the vehicle body is performed.

[0045] Optionally, the first step is to calculate the yaw moment generated by the tire burst.

[0046] Before the tire burst, the rolling resistance F_roll_normal of each tire in the normal state is stored in advance. After the tire burst, it is assumed that the rolling resistance of the burst tire instantaneously increases to a fixed multiple (K). That is: F_roll_flat=K×F_roll_normal; Wherein, K is the multiple, which needs to be calibrated by experiment. F_roll_flat is the rolling resistance of the burst tire.

[0047] The yaw moment ΔMz of the burst tire is calculated according to the following formula: ΔMz=F_roll_flat×d; Wherein, d is the lateral distance from the ground center of the burst tire to the vehicle center of mass. For example, if the left front wheel bursts, d is the lateral distance from the left front wheel to the vehicle center of mass.

[0048] The huge rolling resistance generated on the tire burst side will hinder the forward movement of the wheel on that side, so the yaw moment generated will make the vehicle turn towards the tire burst side. The left front wheel burst generates a left yaw moment, causing the vehicle to have a left yawing trend. The right front wheel burst generates a right yaw moment, causing the vehicle to have a right yawing trend.

[0049] The second step is to generate a target compensation steering torque instruction based on the yaw moment, and send the target compensation steering torque instruction to the electric power steering system to control the electric power steering system to generate a centering steering torque opposite to the tire burst direction, maintaining the original driving direction of the vehicle.

[0050] Based on the calculated yaw moment, a target compensating steering moment is calculated according to a preset compensating mapping strategy or a proportional-integral-derivative control algorithm. The direction of the target compensating steering moment is opposite to the yaw direction caused by the tire burst. For example, if the left front tire bursts, causing the vehicle to deviate to the right, a compensating steering moment to the left is generated.

[0051] The compensating mapping strategy is described in detail as follows: During the development of the vehicle, one or more dimensional lookup tables are established through a large number of bench tests and real vehicle tests. The table directly maps the target compensating steering moment T_target required by taking the yaw moment ΔMz and the current vehicle speed Vx as inputs. The yaw moment ΔMz reflects the severity of the tire burst disturbance. The same yaw moment has different effects on the stability of the vehicle at different speeds, and the required compensation degree is also different (for example, more gentle compensation is required at low speed, and more decisive compensation is required at high speed). Therefore, both the yaw moment ΔMz and the current vehicle speed Vx are taken as influencing factors of the target compensating steering moment T_target. This strategy avoids complex online calculation and has extremely low response delay, and is suitable for the critical working condition of tire burst which requires millisecond-level response.

[0052] The proportional-integral-derivative control algorithm is described in detail as follows: The target compensating steering moment T_target is composed of the sum of the proportional (P), integral (I) and derivative (D) terms: T_target = Kp x Δγ + Ki x ∫(Δγ)dt + Kd x d(Δγ) / dt; Δγ = γ_actual - γ_des; Wherein, the proportional term (Kp x Δγ): provides a quick response proportional to the size of the deviation. The larger the deviation, the greater the compensating moment. This is the main source of the moment. The integral term (Ki x ∫(Δγ)dt): eliminates steady-state error. If there is only proportional control, the vehicle may still have a slight continuous deviation, and the integral term will accumulate this error and eventually eliminate it. The derivative term (Kd x d(Δγ) / dt): suppresses oscillation and improves system stability. It predicts the future trend of the deviation, and if the deviation is rapidly decreasing, it will reduce the compensating moment in advance to prevent the vehicle from “overcorrection”. Δγ is the yaw rate deviation. γ_actual is the current yaw rate, which is measured by an inertial measurement unit, and γ_des is the desired yaw rate. Output variable: target compensating steering moment T_target. Its direction is determined by the sign of Δγ and is opposite to the deviation direction.

[0053] Through the PID control algorithm, the yaw rate deviation Δγ tends to zero, that is, the driver's expected yaw state is restored.

[0054] Step 3: Send the above target compensation steering torque command to the motor controller of the electric power steering system. The electric power steering system drives the assist motor to generate an additional compensation torque according to the command, which acts on the steering column to assist the steering wheel to automatically return to the neutral position or to generate a reverse compensation torque, thereby generating a centering steering torque opposite to the tire blowout yawing effect, offsetting the abnormal yawing of the vehicle and maintaining the original driving trajectory.

[0055] Optionally, while implementing the above active compensation control, the application also executes the scheme of driver operation monitoring and safety boundary protection in parallel: real-time monitoring of the driver's steering operation signal, the steering operation signal including the steering torque and the steering angular velocity; judging whether the steering operation signal exceeds the preset stability boundary; if the driver's steering operation signal exceeds the stability boundary, generating an inhibitory steering torque command; and controlling the electric power steering system to execute the inhibitory steering torque command to generate an inhibitory torque to offset the driver's operation.

[0056] First, the steering torque and steering angular velocity signals of the driver are continuously collected by the steering torque sensor and the steering angle sensor to identify the steering intention and operation urgency of the driver.

[0057] A dynamic stability boundary condition is preset, which is usually dynamically adjusted according to the vehicle speed, road adhesion coefficient and vehicle state. For example, a steering torque threshold and a steering angular velocity threshold are set, and if the driver's operation simultaneously exceeds the steering torque threshold and the steering angular velocity threshold, it is determined that the driver's operation may cause instability.

[0058] Once it is determined that the driver's operation exceeds the stability boundary, an inhibitory steering torque command is immediately generated. The direction of the command is opposite to that of the driver's steering operation, and the purpose is to resist the violent steering input that may exacerbate the loss of control. The inhibitory steering torque command is sent to the electric power steering system to drive the assist motor to generate an inhibitory torque to partially offset the driver's steering input, thereby reducing the risk of vehicle instability caused by the driver's overreaction and playing a role in "correcting the deviation and preventing danger".

[0059] Through the above-mentioned scheme, the application embodiments realize millisecond-level fast and accurate identification of tire blowout events, and through intelligent steering compensation and driver operation intervention, the stability of the vehicle is maximized, the driver gains valuable reaction time, and the driving safety under high-speed tire blowout conditions is significantly improved.

[0060] Figure 2 is a flowchart of another vehicle tire blowout detection and stability control method provided by the application embodiments, which limits the preconditions for tire blowout detection and the correction process of the driving state information on the basis of the above-mentioned embodiments. Referring to Figure 2 The method provided by the application embodiments includes: S210, monitoring driving parameters during vehicle driving.

[0061] The driving parameters include at least vehicle speed, accelerator pedal opening and delay, longitudinal acceleration, lateral acceleration, steering wheel angle and steering wheel speed. In order to improve the reliability of the driving parameters, the driving parameters are filtered and then determined whether they are within the specified limit range.

[0062] S220, determining whether the driving parameters are within the specified limit range. If yes, S221 is executed, otherwise, S210 is continued.

[0063] S221, activating the tire burst detection function. S230 is executed.

[0064] Only when all driving parameters are within their respective limit ranges (i.e. meet any column limit range in Table 2), it is determined that the current vehicle is in a relatively stable state, and the high-precision tire burst detection function is activated. The purpose of this step is to avoid false triggering of tire burst alarm when the vehicle itself is performing severe dynamic operation, and to improve the accuracy and reliability of detection.

[0065] Once the tire burst detection function is activated, the focus will be on monitoring the driving state information directly related to tire burst, and there is no need to determine whether the driving parameters are within the specified limit range.

[0066] Table 2: Driving parameter limit range table

[0067] S230, monitoring the signal of the tire pressure sensor and at least one driving state information during vehicle driving.

[0068] After collecting the driving state information and before S240, including: determining a first reasonable change amount of the suspension height change amount according to the normal lateral acceleration of the vehicle at the previous time; correcting the suspension height change amount according to the first reasonable change amount.

[0069] The embodiment considers that when the vehicle is turning (including the turning of the driver and the turning compensation), the vehicle body will be inclined due to the centrifugal force, causing the outer suspension to be compressed and the inner suspension to be stretched, thereby causing a systematic change in the suspension height. The suspension height change caused by the turning overlaps with the height change caused by the tire burst in signal characteristics, which easily leads to false positives and false negatives. For example, during a sharp turn, a normal body roll may be misjudged as a tire burst; if a tire burst occurs during turning, the turning roll signal may partially mask the tire burst signal, resulting in an inability to timely or accurately identify the tire burst. To solve the above technical defects, the embodiment of the application introduces a turning compensation factor in the tire burst judgment logic, pre-processes the monitored suspension height, and strips out the height change component caused purely by the turning operation, thereby revealing the true height reduction value caused by the tire burst fault. Based on this, after calculating the suspension height change amount in a set period according to the suspension height of the target tire on one side, the first reasonable change amount of the suspension height change amount is determined according to the normal lateral acceleration of the vehicle at the previous moment; and the suspension height change amount is corrected according to the first reasonable change amount.

[0070] In a specific implementation, the lateral acceleration of the vehicle is collected by an inertial measurement unit of the vehicle. Since the lateral acceleration directly reflects the centrifugal force acting on the vehicle body, and the centrifugal force is the direct cause of the body roll, the change in the suspension height is linearly related to the lateral acceleration: ΔH comp,i =S i ×a y ; Wherein, S i is the coefficient of the i th tire, which is a pre-set constant value measured by a whole vehicle test. a y is the normal lateral acceleration of the vehicle at the previous moment. ΔH comp,i is the first reasonable change amount of the i th tire due to turning.

[0071] The collected suspension height change amount of the target tire is subtracted by the first reasonable change amount to obtain a corrected suspension height change amount. The corrected suspension height change amount is used to calculate the change speed of the suspension height.

[0072] After collecting the driving state information and before S240, including: determining a second reasonable change amount of the wheel center line speed change amount according to the normal yaw rate of the vehicle at the previous moment; and correcting the wheel center line speed change amount according to the second reasonable change amount.

[0073] The embodiment considers that the wheel speed change caused by normal steering and yaw motion overlaps with the abnormal wheel speed change caused by tire burst, which easily leads to false positives and false negatives. For example, during sharp turning or fast lane changing, the normal wheel speed difference may be misjudged as tire burst. If tire burst occurs during steering, the normal steering wheel speed difference signal may partially mask the abnormal signal of tire burst, leading to failure to timely or accurately identify tire burst. To solve the above technical defects, the embodiment introduces a steering and yaw motion compensation factor in the tire burst judgment logic, pre-processes the monitored wheel center line speed, and strips out the line speed change component caused by normal vehicle motion, so as to reveal the true line speed mutation signal caused by tire burst. In a specific implementation scheme, the yaw rate γ directly reflects the speed of vehicle rotation around the vertical axis, and has a direct geometric relationship with the change amount of the wheel center line speed of each wheel. The second reasonable change amount ΔV comp,i of the i-th wheel can be represented as: ΔV comp,i =γ×D i ; wherein γ is the normal yaw rate of the vehicle measured at the previous moment, D i is the lateral distance from the i-th tire to the instantaneous rotation center of the vehicle, and is a pre-set vehicle geometric parameter.

[0074] The wheel center line speed of the i-th tire is corrected by using the following formula: V expected,i =V wheel,i ±ΔV comp,i ; wherein V wheel,i is the measured wheel center line speed of the i-th tire, and V expected,i is the corrected wheel center line speed of the i-th tire. The ± symbol in the above formula is determined according to which side of the rotation center the tire is located, the outer side wheel is +, and the inner side is -. After correcting the wheel center line speed, the wheel center line speed change amount is calculated.

[0075] In the above scheme, by correcting the suspension height change amount and the wheel center line speed change amount, the vehicle can still accurately detect tire burst during steering or yaw motion.

[0076] S240, if the signal of the tire pressure sensor indicates that the target tire has a tire burst risk, at least one driving state information is weighted processed according to the current driving scene, the quality of the driving state information and the current road condition.

[0077] S250, inputting the weighted processed information into the pre-trained prediction model to obtain the confidence of tire burst of the target tire output by the prediction model.

[0078] S260, if the confidence is greater than a set threshold, performing stability control on the vehicle body.

[0079] The present application is to meet the stringent requirements of ASIL A (Automotive Safety Integrity Level) and above functional safety level on system reliability, and overcome the limitation of high false alarm rate of single tire pressure sensor. A scheme is proposed to jointly determine the tire burst event by multiple factors. The scheme establishes a multi-source information fusion decision mechanism, uses tire pressure sensor signals, suspension height, wheel speed, yaw angle and slip rate to check each other, thereby improving the functional safety level of the tire burst monitoring system while significantly reducing the false alarm rate. The present application weights the driving state information based on the current driving scene, the quality of the driving state information and the current road condition, which can effectively highlight the part of the driving state information affected by the tire burst. The weighted information is input into the prediction model, which can use the powerful nonlinear processing capability of the prediction model to obtain a more accurate tire burst confidence. The present application realizes the millisecond-level fast and accurate identification of the tire burst event, and through intelligent steering compensation and driver operation intervention, the stability of the vehicle is maximized, the valuable reaction time is won for the driver, and the driving safety under high-speed tire burst condition is significantly improved.

[0080] As shown in Figure 3 The present embodiment provides an electronic device, comprising: at least one processor; and a memory in communication connection with the at least one processor; wherein The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the above method. The at least one processor in the electronic device can perform the above method, and thus has at least the same advantages as the above method.

[0081] Optionally, the electronic device also includes an interface for connecting the various components, including a high-speed interface and a low-speed interface. The various components are interconnected using different busses, and can be mounted on a common main board or otherwise mounted as desired. The processor can process instructions for execution within the electronic device, including instructions stored in the memory or on the memory to display a graphical information of a GUI (Graphical User Interface) on an external input / output device, such as a display device coupled to the interface. In other embodiments, multiple processors and multiple memories can be used as desired along with multiple buses, and / or multiple memories can be used with multiple buses. Also, multiple electronic devices can be connected, for example, as a server array, a group of blade servers, or a multi-processor system, with each device providing part of the necessary operations. Figure 3 The processor 301 is taken as an example in the embodiment.

[0082] The memory 302 is a computer readable storage medium, which can be used to store software programs, computer executable programs and modules, such as program instructions / modules corresponding to the vehicle tire burst detection and stability control method in the embodiment of the present application. The processor 301 executes various function applications and data processing of the device by running the software programs, instructions and modules stored in the memory 302, that is, implements the vehicle tire burst detection and stability control method described above.

[0083] The memory 302 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system and at least one application required by a function; the data storage area can store data created according to the use of the terminal, etc. In addition, the memory 302 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state memory device. In some examples, the memory 302 can further include a memory remotely arranged with respect to the processor 301, which can be connected to the device through a network. Examples of the above network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0084] The electronic device can also include an input device 303 and an output device 304. The processor 301, the memory 302, the input device 303 and the output device 304 can be connected by a bus or other means, Figure 3 The connection by the bus is taken as an example.

[0085] The input device 303 can receive input digital or character information, and the output device 304 can include a display device, an auxiliary lighting device (e.g., an LED), a tactile feedback device (e.g., a vibration motor), and the like. The display device can include, but is not limited to, a liquid crystal display (LCD), a light emitting diode (LED) display, and a plasma display. In some embodiments, the display device can be a touch screen.

[0086] The embodiment provides a computer readable storage medium, and the medium stores computer instructions for causing a computer to execute the method described above. The computer instructions on the computer readable storage medium are used for causing the computer to execute the method described above, and thus at least have the same advantages as the method described above.

[0087] The medium in the present application can adopt any combination of one or more computer readable media. The medium can be a computer readable signal medium or a computer readable storage medium. The medium may, for example, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples (non-exhaustive list) of the medium include: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, the medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or apparatus.

[0088] The computer readable signal medium can include a data signal propagated in a baseband or as a carrier wave in a propagated data signal, in which the computer readable program code is carried. Such a propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal or any suitable combination of the above. The computer readable signal medium can also be any computer readable medium other than the computer readable storage medium, which can send, propagate or transmit the program for use by or in connection with an instruction execution system, device or apparatus.

[0089] The program code contained on the computer readable medium can be transmitted by any suitable medium, including but not limited to wireless, wire, optical cable, RF (Radio Frequency, radio frequency), etc., or any suitable combination of the above.

[0090] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0091] In the embodiments described above, all or some of the steps can be implemented by hardware, firmware, software, or any combination thereof. When implemented in software, the software can be stored in one or more computer readable storage medium(s) and executed on one or more computers. The computer readable storage medium(s) can be a volatile or non-volatile storage medium such as, for example, a volatile memory (e.g., a RAM), a non-volatile memory (e.g., a ROM, a flash memory, or the like), or a combination thereof. The computer readable storage medium(s) can be tangible or non-tangible. The computer readable storage medium(s) can be a recording medium or a transmission medium. The computer readable storage medium(s) can be a computer readable recording medium, a computer readable transmission medium, or a combination thereof. The computer readable recording medium can be a recording medium, a computer readable storage medium, or a combination thereof. The computer readable transmission medium can be a transmission medium, a computer readable storage medium, or a combination thereof.

[0092] It should be understood that various forms of flow shown above can be used, with steps reordered, added, or removed. For example, steps recited in the present disclosure can be executed in parallel, in series, or in a different order, without limitation, as long as the desired results of the technology disclosed in the present disclosure are achieved.

[0093] The above detailed description does not limit the scope of the application. Various modifications, combinations, sub-combinations and alternatives can be made to the detailed embodiment disclosed herein without departing from the spirit and the principles of the application. Any modification, equivalent replacement or improvement made within the spirit and principles of the application shall fall within the scope of the application.

Claims

1. A method for detecting and controlling the stability of a vehicle tire blowout, characterized in that, include: Monitor the tire pressure sensor signals during vehicle operation, as well as at least one type of driving status information; If the signal from the tire pressure sensor indicates that the target tire is at risk of blowout, the at least one type of driving status information is weighted according to the current driving scenario, the quality of the driving status information, and the current road conditions. The weighted information is input into the pre-trained prediction model to obtain the confidence level of the target tire blowout output by the prediction model. If the confidence level is greater than a set threshold, then vehicle stability control is applied. Among them, at least one of the following driving state information includes: suspension height change, suspension height change rate, wheel center linear velocity change, wheel speed change, yaw angle change, and slip ratio change.

2. The vehicle tire blowout detection and stability control method according to claim 1, characterized in that, If the tire pressure sensor signal indicates that the target tire is at risk of a blowout, the at least one type of driving status information is weighted based on the current driving scenario, the quality of the driving status information, and the current road conditions, including: If the signal from the tire pressure sensor indicates that the target tire is at risk of blowout, the current driving scenario is determined based on the current vehicle speed and the type of road, and a first weight corresponding to the current driving scenario is determined. The second weight is determined based on the time interval for updating the driving status information and the historical confidence level. The third weight is determined based on the root mean square value of suspension acceleration and the root mean square value of maximum permissible suspension acceleration; The comprehensive weight is obtained based on the first weight, the second weight, and the third weight; The at least one driving status information is weighted according to the comprehensive weight.

3. The vehicle tire blowout detection and stability control method according to claim 1, characterized in that, After monitoring the tire pressure sensor signals and at least one driving status information during vehicle operation, the system also includes: Based on the vehicle's normal lateral acceleration at the previous moment, determine the first reasonable change in suspension height. The suspension height change is corrected based on the first reasonable change amount.

4. The vehicle tire blowout detection and stability control method according to claim 1, characterized in that, After monitoring the tire pressure sensor signals and at least one driving status information during vehicle operation, the system also includes: Based on the vehicle's normal yaw rate at the previous moment, determine the second reasonable change in the wheel center linear velocity. The change in the linear velocity of the wheel center is corrected based on the second reasonable change.

5. The vehicle tire blowout detection and stability control method according to claim 1, characterized in that, Before monitoring the tire pressure sensor signals and at least one driving status information during vehicle operation, the process also includes: The vehicle's driving parameters are monitored during operation, including at least: vehicle speed, accelerator pedal opening and delay, longitudinal acceleration, lateral acceleration, steering wheel angle, and steering wheel speed. If the driving parameters are within the specified limits, the tire blowout detection function is activated.

6. The vehicle tire blowout detection and stability control method according to any one of claims 1-5, characterized in that, If the confidence level is greater than a set threshold, then vehicle stability control is performed, including: If the confidence level is greater than a set threshold, then the yaw moment caused by the tire blowout is calculated; Based on the yaw moment, a target compensated steering torque command is generated; and The target compensation steering torque command is sent to the electric power steering system to control the electric power steering system to generate a centering steering torque opposite to the direction of the tire blowout, thereby maintaining the original driving direction of the vehicle.

7. The vehicle tire blowout detection and stability control method according to claim 6, characterized in that, If the confidence level is greater than a set threshold, then when performing stability control on the vehicle body, the following additional steps are also included: If the confidence level is greater than a set threshold, monitor the driver's steering operation signal, which includes steering torque and steering angular velocity; Determine whether the steering operation signal exceeds a preset stability boundary; If the driver's steering input signal exceeds the stability boundary, a suppressive steering torque command is generated; and The electric power steering system is controlled to execute the inhibitory steering torque command to generate an inhibitory torque that counteracts the driver's operation.

8. A computer program product, characterized in that, include: The computer program product stores computer instructions, which, when executed by a processor, implement the steps of the vehicle tire blowout detection and stability control method according to any one of claims 1-7.

9. An electronic device, characterized in that, include: At least one processor, and a memory communicatively connected to at least one of the processors; The memory stores instructions executable by at least one of the processors, which are executed to enable the at least one processor to perform the vehicle tire blowout detection and stability control method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The medium stores computer instructions for causing the computer to execute the vehicle tire blowout detection and stability control method according to any one of claims 1-7.

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