Tire burst stability control method and device

Abstract

The embodiment of the invention provides a tire burst stability control method and device. The method comprises the steps that the tire burst position is determined according to vehicle tire pressure and wheel speed signals, and the tire burst position comprises at least one of front axle tire burst and rear axle tire burst; based on the tire burst position and the vehicle state after tire burst, tire burst compensation force is determined; if the tire burst position is front axle tire burst, the tire burst compensation force is distributed to a first actuator of the vehicle to execute tire burst stable control operation, and the actuator comprises at least one of a rear wheel steering actuator, a four-wheel driving actuator and a line control actuator; if the tire burst position is rear axle tire burst, the tire burst compensation force is distributed to a second actuator of the vehicle to execute tire burst stable control operation, and the second actuator comprises at least one of a steering-by-wire actuator, a four-wheel drive actuator and a brake-by-wire actuator. The method is used for improving the stability control effect during tire burst of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method and device for tire blowout stability control. Background Technology

[0002] When a vehicle is traveling at high speed, under heavy load, or in adverse road conditions, a tire blowout will cause the tire pressure to drop rapidly in a very short time. This will cause the vehicle's lateral stability, steering control, and braking performance to deteriorate instantly, which can easily lead to serious traffic accidents such as vehicle deviation, fishtailing, or even rollover, posing a great threat to the lives of drivers and passengers and public road safety.

[0003] Currently, existing technologies for stability control after a tire blowout mainly involve collecting tire status signals. When a sudden drop in tire pressure is detected, the control system is triggered to suppress the vehicle's instability.

[0004] However, in existing stability control technologies, the calculation of the blowout compensation torque is accomplished by the steering of the rear wheels, resulting in poor control performance when the rear axle experiences a blowout. Summary of the Invention

[0005] This application provides a tire blowout stability control method and apparatus to improve the stability control effect when a vehicle experiences a tire blowout.

[0006] In a first aspect, embodiments of this application provide a method for controlling tire blowout stability, including: The location of the tire blowout is determined based on the vehicle's tire pressure and wheel speed signals, and the location of the tire blowout includes at least one of a front axle tire blowout and a rear axle tire blowout. The blowout compensation force is determined based on the location of the blowout and the vehicle's condition after the blowout. If the tire blowout location is a front axle tire blowout, the tire blowout compensation force is distributed to the first actuator of the vehicle to perform a tire blowout stability control operation. The actuator includes at least one of a rear wheel steering actuator, a four-wheel drive actuator, and a brake-by-wire actuator. If the tire blowout location is a rear axle tire blowout, the blowout compensation force is distributed to the vehicle's second actuator to perform a blowout stability control operation. The second actuator includes at least one of a steer-by-wire actuator, the four-wheel drive actuator, and the brake-by-wire actuator.

[0007] Secondly, embodiments of this application provide a tire blowout stabilization control device, comprising: The location determination module is used to determine the location of a tire blowout based on vehicle tire pressure and wheel speed signals, wherein the tire blowout location includes at least one of a front axle tire blowout and a rear axle tire blowout; The compensation force determination module is used to determine the tire blowout compensation force based on the blowout location and the vehicle state after the blowout. The first stability control module is used to distribute the tire blowout compensation force to the first actuator of the vehicle to perform a tire blowout stability control operation if the tire blowout location is a front axle tire blowout. The actuator includes at least one of a rear wheel steering actuator, a four-wheel drive actuator, and a brake-by-wire actuator. The second stability control module is used to distribute the tire blowout compensation force to the second actuator of the vehicle to perform a tire blowout stability control operation if the tire blowout location is a rear axle tire blowout. The second actuator includes at least one of a steer-by-wire actuator, the four-wheel drive actuator, and the brake-by-wire actuator.

[0008] The tire blowout stability control method and device provided in this application detect the location of the blowout. When a tire blows out on the front axle, the blowout compensation torque is achieved by rear wheel steering, four-wheel drive, and brake-by-wire; when a tire blows out on the rear axle, it is achieved by brake-by-wire, four-wheel drive, and brake-by-wire. This avoids control problems caused by changes in the lateral characteristics of the blown axle. Furthermore, by using multiple actuators to achieve the blowout compensation torque, the control algorithm's ability to respond to the blowout compensation torque is improved, reducing the driver's operating pressure and enhancing the tire blowout stability control effect. Attached Figure Description

[0009] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0010] Figure 1 This is a schematic diagram of the tire blowout stability control method provided in this application; Figure 2 This is a schematic diagram of the process for determining the tire blowout compensation force provided in an embodiment of this application; Figure 3 This is a schematic diagram of the overall process for tire blowout stability control provided in an embodiment of this application; Figure 4 This is a schematic diagram of the tire blowout stability control system framework provided in an embodiment of this application; Figure 5 A schematic diagram of the tire blowout stabilization control device provided in this application; Figure 6 This is a structural diagram of the vehicle provided in this application.

[0011] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0012] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0013] In traditional vehicle stability control technology after tire blowout, if the vehicle is driving in a straight line, the tire braking pressure is obtained based on the position of the blowout wheel, the yaw torque compensation value is calculated based on the tire braking pressure, and the rear wheel steering is adjusted. The driving torque is transferred based on the position of the blowout wheel, and the vehicle body posture is adjusted based on the position of the blowout wheel. If the vehicle is driving in a curve, the rear wheel steering angle is changed based on the position of the blowout wheel to adjust the yaw torque, the driving torque is transferred based on the position of the blowout wheel, and the vehicle body posture is adjusted based on the position of the blowout wheel. However, this traditional stability control technology has the following problems: (1) The calculation of the feedforward blowout compensation torque is completed by the rear wheel, and the control effect is poor when the rear axle blows out; (2) The compensation torque that the rear wheel can achieve is limited, and the feedforward control effect to prevent deviation after the blowout is poor; (3) Only the feedforward control is considered, and the feedback control after the blowout instability and the feedforward and feedback are not considered, resulting in poor control effect.

[0014] To address the aforementioned issues, this application provides a tire blowout stability control method and device, which, through coordinated control of the chassis domain, can achieve tire blowout compensation torque through driving, forward rotation, backward rotation, and braking, thereby improving the compensation torque capability without interfering with the movement of the blowout axle.

[0015] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0016] Figure 1 This is a schematic diagram of the tire blowout stability control method provided in this application, as shown below. Figure 1 As shown, the method includes: Step 110: Determine the location of the tire blowout based on the vehicle's tire pressure and wheel speed signals.

[0017] The location of the tire blowout includes at least one of the front axle blowout and the rear axle blowout.

[0018] Step 120: Determine the blowout compensation force based on the location of the blowout and the vehicle's condition after the blowout.

[0019] Step 130: If the tire blowout is at the front axle, the blowout compensation force is distributed to the vehicle's first actuator to perform the blowout stability control operation.

[0020] The actuator includes at least one of a rear-wheel steering actuator, a four-wheel drive actuator, and a brake-by-wire actuator.

[0021] Step 140: If the tire blowout is at the rear axle, the blowout compensation force is distributed to the vehicle's second actuator to perform the blowout stabilization control operation.

[0022] The second actuator includes at least one of a steer-by-wire actuator, a four-wheel drive actuator, and a brake-by-wire actuator.

[0023] In this embodiment, by detecting the location of the tire blowout, when the front axle blows out, the blowout compensation torque is completed by rear wheel steering, four-wheel drive, and brake-by-wire; when the rear axle blows out, it is completed by brake-by-wire, four-wheel drive, and brake-by-wire. This avoids control problems caused by changes in the lateral characteristics of the blown axle, and by implementing the blowout compensation torque through multiple actuators, the control algorithm's ability to respond to the blowout compensation torque is improved, the driver's operating pressure is reduced, and the stability control effect of the blowout is improved.

[0024] For step 110, the wheel speed signal may include the wheel speed of each wheel. Specifically, the wheel speed change rate and the wheel speed ratio between the front and rear axles can be calculated based on the wheel speed signal. This is used to determine if there is a risk of tire blowout. If a blowout risk exists, the current tire pressure data is collected, and then the location of the blowout event is determined based on the tire pressure data.

[0025] For example, by comparing the tire pressure changes of each tire, and combining the characteristics of the wheel speed change rate and the wheel speed ratio on both sides in the wheel speed signal, it can be comprehensively determined which tire has blown out.

[0026] For step 120, a tire blowout feedforward compensation force can be pre-configured. In addition, if a tire blowout occurs during vehicle operation, the yaw torque can be obtained from the Electronic Stability Control (ESC) system.

[0027] Among them, the feedforward compensation force for tire blowout and the yaw moment of ESC vehicle stability feedback can be arbitrated to obtain the yaw moment after arbitration, which can be used as the tire blowout compensation force.

[0028] In this embodiment, the blowout compensation force is used to suppress the yaw motion of the vehicle after a tire blowout, while maintaining the vehicle's driving path. In other embodiments, the direction of the blowout compensation force can be determined first for different blowout locations. For example, if the vehicle fishtails to the left (generating a positive yaw moment), the compensation direction should be to the right, i.e., generating a negative compensation moment. Conversely, if the vehicle fishtails to the right (generating a negative yaw moment), the compensation direction should be to the left, i.e., generating a positive compensation moment.

[0029] After determining the direction of the tire blowout compensation force, the required compensation torque can be determined by comparing the yaw rate expected by the driver under normal conditions with the actual yaw rate measured after the tire blowout.

[0030] The yaw rate can be determined based on factors such as vehicle speed, wheelbase, and front wheel steering angle.

[0031] Regarding step 130, when a front axle tire blows out, the blowout compensation torque is achieved by rear wheel steering, four-wheel drive, and brake-by-wire. Specifically, the blowout compensation force (i.e., yaw moment) needs to be distributed to each actuator.

[0032] Specifically, for rear-wheel steering actuators, the yaw moment allocated to the rear-wheel steering actuator is calculated as an additional rear-wheel steering angle. For four-wheel drive actuators, the drive torque of the four-wheel drive actuator is transferred to the non-exploded axle, and the allocated yaw moment is calculated as a drive torque adjustment. For brake-by-wire actuators, the braking torque of the brake-by-wire actuator is transferred to the non-exploded axle, and the allocated yaw moment is calculated as a braking torque adjustment.

[0033] In step 140, when a rear axle tire blows out, the process is handled by steer-by-wire, four-wheel drive, and brake-by-wire. It is necessary to distribute the blowout compensation force (i.e., yaw moment) to each actuator.

[0034] Specifically, for steer-by-wire actuators, the yaw moment allocated to the actuator can be calculated as an additional front wheel steering angle, and the blowout damping moment can be superimposed on the road feel feedback moment. For four-wheel drive actuators, the drive torque needs to be transferred to the non-blowout axle, and the yaw moment allocated to the four-wheel drive actuator can be calculated as a drive torque adjustment. For brake-by-wire actuators, the braking torque needs to be transferred to the non-blowout axle, and the allocated yaw moment can be calculated as a braking torque adjustment.

[0035] In some embodiments, Figure 2 This is a schematic diagram of the tire blowout compensation force determination process provided in the embodiments of this application, as shown below. Figure 2 As shown, the compensating force for a tire blowout can be determined through the following steps: Step 210: Based on the location of the tire blowout, obtain the feedforward compensation torque after the blowout; Step 220: Based on the vehicle's condition after the tire blowout, obtain the vehicle stability feedback yaw moment from the electronic stability control system; Step 230: Arbitrate based on feedforward compensation torque and vehicle stability feedback yaw torque, and obtain the yaw torque after arbitration as the tire blowout compensation force.

[0036] In this embodiment, feedforward control refers to predicting the required compensation force in advance based on the known location of the tire blowout. The characteristics of feedforward compensation torque are speed and ability to be predicted in advance, but it may not be accurate. On the other hand, the Electronic Stability Control (ESC) system compares the actual vehicle state (the vehicle state after the tire blowout) with the expected value and corrects any deviations. Its characteristics are accuracy and correction, but it has a lag.

[0037] For step 210, a database can be pre-configured to record the magnitude of the runaway yaw moment generated under different tire blowout locations and driving scenarios; this is the feedforward compensation torque. For example, when a right front tire blowout is detected, empirical data shows that the vehicle will instantly exhibit a tendency to fishtail to the left (negative yaw moment). Therefore, a positive feedforward compensation torque can be immediately output to counteract this tendency. The magnitude of this feedforward compensation torque is pre-set during the vehicle development phase and is also related to vehicle speed (the higher the speed, the greater the feedforward torque).

[0038] Regarding step 220, the real-time vehicle status after a tire blowout can include yaw rate, lateral acceleration, steering wheel angle, and wheel speed. The ESC can calculate a driver-desired yaw rate based on the steering wheel angle and vehicle speed. This desired value is then compared with the actual yaw rate measured by sensors to determine the yaw rate deviation. Finally, based on this deviation, a yaw moment needs to be applied in real-time using a proportional-integral-derivative (PID) control algorithm to eliminate the deviation and maintain vehicle stability. This is known as the "vehicle stability feedback yaw moment."

[0039] Regarding step 230 above, arbitration refers to a weighted superposition or logical selection process. For example, superposition means: the yaw moment after arbitration = feedforward compensation moment + feedback yaw moment.

[0040] For example, in a real tire blowout scenario, at the instant of the blowout (within a few hundred milliseconds), the vehicle's state has just begun to change, and the feedback yaw moment calculated by ESC is still very small or even zero. At this time, the feedforward torque dominates, meaning the yaw moment after arbitration is mainly the feedforward compensation torque. However, in the stable phase after the blowout (after a few hundred milliseconds), the vehicle's state changes significantly, and the ESC's feedback controller begins to work at full capacity, outputting the feedback yaw moment for fine-tuning. At this time, the feedforward torque exists as a stable "base" or "bias," while the feedback torque acts as the main regulating force. The two work together, with the feedforward responsible for offsetting most of the fixed disturbances, and the feedback responsible for eliminating the remaining and newly generated fluctuations.

[0041] This application embodiment employs a composite control strategy of feedforward (rapid prediction) + feedback (precise correction), enabling the vehicle tire blowout emergency system to achieve optimal control performance and maximize vehicle stability and personnel safety.

[0042] Furthermore, in some embodiments, when performing tire blowout stability control operations via the steer-by-wire actuator, the steer-by-wire actuator can be controlled to calculate the allocated tire blowout compensation force as an additional front wheel steering angle, and the steer-by-wire actuator can be controlled to perform steering operations according to the additional front wheel steering angle; at the same time, the tire blowout damping torque is obtained through the steer-by-wire actuator and superimposed on the road feel feedback torque, which is the reverse torque acting on the vehicle's steering wheel.

[0043] In this embodiment, the allocated tire blowout compensation force is calculated as an additional front wheel steering angle. The purpose is to generate a compensating yaw moment to counteract the fishtailing or veering caused by the tire blowout. Specifically, by slightly adjusting the front wheel steering angle, a yaw moment is generated using the tire's lateral deflection characteristics. This method is smoother and more natural, much like a subtle directional correction made instantly by an experienced driver.

[0044] For example, when the left rear tire blows out, the vehicle tends to oversteer (i.e., the rear of the car swings to the left and the front to the right). To counteract this tendency, a small additional leftward front wheel angle can be calculated, causing the front of the car to veer further to the left, thereby generating a stable torque to pull the rear of the car back. This reduces the severe jerkiness that comes from relying solely on braking to stabilize the vehicle.

[0045] In this embodiment, adding the blowout damping torque to the road feel feedback torque refers to transmitting warning and assistance information to the driver through the steering wheel.

[0046] When a tire blows out, the vehicle will veer sharply to one side. The driver's instinctive reaction is usually to grip the steering wheel tightly and counter-steer, but in panic, the driver may over-steer or under-steer, exacerbating the loss of control. By superimposing the blowout damping torque onto the road feedback torque, a warning, assistance, and guidance mechanism can be implemented.

[0047] Warnings allow the driver to immediately become aware of any abnormalities in the vehicle. Assistance and guidance, on the other hand, use changes in steering wheel feel to subtly suggest or assist the driver in taking correct actions.

[0048] For example, after a tire blowout, if the driver turns the steering wheel in the wrong direction (for example, instinctively turning the steering wheel to the same side as the vehicle that veered off course after the blowout), the blowout damping torque will increase, making the steering wheel feel "heavier" to the driver, as if it is preventing the driver's wrong action.

[0049] In this embodiment, by calculating the allocated tire blowout compensation force as an additional front wheel steering angle, a yaw moment compensation can be generated efficiently and smoothly, automatically stabilizing the vehicle body. Furthermore, by superimposing the tire blowout damping moment onto the road feel feedback moment, a warning message can be transmitted to the driver, and the driver's steering operation can be intelligently assisted or slightly intervened to prevent accidental operation due to panic.

[0050] Furthermore, in some embodiments, when performing tire blowout stability control operations via the rear wheel steering actuator, the rear wheel steering actuator can be controlled to calculate the allocated tire blowout compensation force as an additional rear wheel steering angle; at the same time, the rear wheel steering actuator can be controlled to perform steering operations based on the additional rear wheel steering angle.

[0051] In this embodiment, by introducing rear-wheel steering, a new and effective control dimension can be added to achieve tire blowout stability control.

[0052] In vehicles equipped with rear-wheel steering, the rear wheels can actively deflect at a small angle based on driving conditions. In the event of a tire blowout, the rear-wheel steering system can act as an emergency vehicle stability controller.

[0053] For example, when a vehicle's left rear tire blows out, the rolling resistance of the blown left rear tire increases sharply, and the lateral force is lost, resulting in a pulling force to the left at the rear of the vehicle, creating an "oversteer" tendency that causes the rear of the vehicle to swing to the left (clockwise yaw moment). To counteract this "oversteer" tendency, the vehicle needs to generate a yaw moment to the right to stabilize the rear of the vehicle.

[0054] The vehicle can calculate, based on the tire blowout compensation force, the need for the rear wheels to instantly turn to the right by a very small angle (e.g., 0.5 degrees). The rear wheel steering actuator steers at this angle, generating a lateral force to the right on the rear wheels. This force acts behind the vehicle's center of gravity, effectively generating the required rightward yaw moment to "push" the rear of the car, which is drifting to the left, back.

[0055] In this embodiment, the required angle of rear wheel deflection (i.e., additional rear wheel steering angle) can be calculated in real time based on the vehicle dynamics model and the tire blowout compensation force.

[0056] In this embodiment, rear-wheel steering is used to assist in tire blowout stability control, resulting in a faster and smoother response without causing noticeable deceleration or jerking, thus improving passenger comfort. It also provides additional control freedom, working in conjunction with braking and front-wheel steering to achieve superior overall control.

[0057] Furthermore, in some embodiments, when performing tire blowout stability control operations via a four-wheel drive actuator, the four-wheel drive actuator can be controlled to calculate the allocated tire blowout compensation force into drive torque adjustment information; simultaneously, the four-wheel drive actuator can be controlled to transfer the drive torque to the non-blowout axle according to the drive torque adjustment information.

[0058] In this embodiment, the four-wheel drive actuator can actively and quickly distribute driving torque as needed between the front and rear axles and the left and right wheels of the vehicle. In a real tire blowout scenario, the rolling radius of the blown-out wheel becomes smaller, which causes the wheel's rotational speed to increase abnormally. At the same time, due to the sharp increase in rolling resistance, the blown-out wheel actually becomes a "burden," thus reducing or even cutting off the driving force supplied to the axle where the blowout occurs.

[0059] For example, if the left front tire blows out, the driving force can be mainly or even entirely transferred to the rear axle. If the right rear tire blows out, the driving force can be mainly transferred to the front axle. The reduced driving force of the blown-out wheel can weaken the yaw moment caused by the imbalance of driving forces on both sides, while transferring power to the healthy axle with good traction can more effectively convert power into forward traction or stable lateral force.

[0060] In this embodiment, the direction of the yaw moment (left or right) can be determined based on the location of the tire blowout to calculate the drive torque adjustment information. For example, the driving force of the drive wheel on the side generating the positive yaw moment can be increased, while the driving force of the drive wheel on the side generating the negative yaw moment can be decreased, thereby transferring the drive torque to the non-blowout axle.

[0061] Furthermore, in some embodiments, when performing blowout stability control operations via a brake-by-wire actuator, the brake-by-wire actuator can be controlled to calculate braking torque adjustment information based on the allocated blowout compensation force; and the brake-by-wire actuator can be controlled to transfer braking torque to the non-blowout axle based on the braking torque adjustment information.

[0062] In this embodiment, after a tire blowout, the brake-by-wire actuator can preferentially utilize the healthy tire (i.e., the blown tire) for braking intervention to generate the torque required to stabilize the vehicle. This is because after a tire blows out, its contact surface with the ground is damaged, making it unable to effectively transmit longitudinal (driving or braking) and lateral forces. Applying excessive braking force to it can easily lead to complete wheel lock-up or slippage, which not only fails to generate effective stabilizing torque but may also exacerbate loss of control.

[0063] For example, if a front tire blows out, the main braking force that generates stabilizing torque can be applied to the two wheels on the rear axle. Conversely, if a rear tire blows out, the main braking force can be applied to the two wheels on the front axle.

[0064] In this embodiment, in order to resist the vehicle's deviation or fishtailing caused by a tire blowout, the vehicle needs to generate a yaw compensation torque. This yaw torque is distributed to the brake-by-wire system (i.e., the tire blowout compensation force distributed to the brake-by-wire actuator), and is calculated as a differential braking force on the left and right wheels on the non-blowout axle.

[0065] The braking force transferred to the non-exploded axle can be calculated based on the yaw moment and wheel track, and used as information for adjusting the braking torque.

[0066] In this embodiment, by calculating the allocated yaw moment into a braking moment and transferring the braking moment to the non-blowout axle, braking intervention can be avoided on the blowout wheel with extremely poor adhesion, preventing the wheel from locking up and exacerbating loss of control, and improving the stability control effect after a tire blowout.

[0067] In the event of a tire blowout, the driver may take correct or incorrect interventions, including emergency braking (pressing the brake pedal), driving (pressing the accelerator pedal), and steering (turning the steering wheel). To ensure stability control after a tire blowout, for example, in some embodiments, if the driver triggers an emergency braking operation, emergency braking limit parameters can be determined based on the vehicle's state after the blowout. Then, based on the emergency braking limit parameters, the extreme value of the driver's desired braking torque and the gradient of its change can be limited.

[0068] In this embodiment, after a tire blowout, the vehicle will veer violently, shake, and make a loud noise. The driver's instinctive reaction might be to slam on the brakes, attempting to stop the vehicle immediately. However, in the event of a tire blowout, this is an extremely dangerous misoperation, requiring intervention.

[0069] One of the parameters can be set as an upper limit for the maximum permissible braking force based on the vehicle's condition after a tire blowout, serving as a limit parameter for emergency braking. Even if the driver fully depresses the brake pedal, the actual braking force exerted by the vehicle will not exceed this upper limit.

[0070] In addition, the vehicle will control the rate of increase of braking force, that is, the gradient of the desired change in braking torque, in order to make braking smoother rather than stopping abruptly.

[0071] The vehicle status can include vehicle speed, road surface adhesion coefficient (e.g., dry or wet road surface), tire blowout location (e.g., front or rear wheel), vehicle yaw rate, and sideslip angle.

[0072] For example, when a vehicle is driving on a highway and the left front tire suddenly blows out, the driver slams on the brake pedal to trigger an emergency braking operation, expecting to generate 100% braking force within 1 second (i.e., the extreme value of the driver's expected braking torque and the gradient of the expected braking torque change). In this case, the maximum braking force extreme value can be configured not to exceed 40% of the normal value, and the braking force increase gradient can linearly increase from 0 to 40% within 1 second at most, that is, limiting the extreme value of the driver's expected braking torque.

[0073] In this embodiment, the driver's emergency braking misoperation is intervened, limiting the extreme value and gradient of the driver's desired braking torque. The limiting parameters are adjusted according to the vehicle state, which can transform the driver's dangerous operation into a safe driving behavior, so as to maintain vehicle stability to the maximum extent in the event of a tire blowout.

[0074] In addition, in some embodiments, if the driver triggers a steering operation, the blowout damping force can be determined based on the vehicle's state after the blowout; then the blowout damping force is superimposed on the vehicle's steering wheel.

[0075] In this embodiment, when a tire blows out, the vehicle is already in an unstable state. If the driver makes a sudden steering wheel operation due to panic or misjudgment (for example, after the left front tire blows out, the driver instinctively turns the steering wheel sharply to the left to try to "correct the deviation"), it will further break the lateral stability of the vehicle. This may lead to "oversteer" (vehicle fishtailing) or "understeer" (vehicle continuously veering towards the side of the blown tire), causing the vehicle to lose control, roll over, or other situations.

[0076] One such feature is the vehicle's active steering assist system, which applies a tire blowout damping force to the steering wheel to suppress driver mis-steering.

[0077] The blowout damping force is not a fixed value, but changes dynamically based on real-time monitoring of the vehicle's status. For example, the vehicle status may include the location of the blowout, the vehicle's yaw rate, the wheel slip angle, the steering wheel speed, and the steering effort.

[0078] For example, if the driver turns the steering wheel too hard, it is determined that the steering effort is too great, and the tire blowout damping force can be increased.

[0079] In this embodiment, by actively applying a dynamically variable tire blowout damping force to the steering wheel based on "tire blowout situation, vehicle dynamics, and driver operation", the driver can stabilize the steering wheel and avoid loss of vehicle control due to driver mis-steering after a tire blowout.

[0080] Furthermore, in some embodiments, if the driver triggers a driving operation, the throttle limit parameter can be determined based on the vehicle state after a tire blowout; then, based on the throttle limit parameter, the driver's desired driving torque and the gradient of the desired driving torque change are limited.

[0081] In this embodiment, when a tire blows out, if the driver accelerates suddenly, the tire on the blown side will have insufficient grip, and the additional driving force may cause the wheel to "slip," leading to situations such as vehicle swaying. If the driver releases the accelerator suddenly, the sudden drop in speed may increase the axle load on the front wheels and decrease the axle load on the rear wheels. If the tire blows out in the rear wheel, it will further reduce the grip of the rear wheels and exacerbate the risk of oversteer.

[0082] The throttle limit parameters can include throttle extreme values ​​and throttle gradients, which can be limited by the vehicle's engine management system or vehicle controller.

[0083] Specifically, the throttle limit corresponds to the maximum depth to which the driver presses the accelerator pedal. Limiting the throttle limit can be achieved by reducing the engine's maximum output torque, thereby limiting the driver's desired driving torque.

[0084] In addition, throttle gradient can refer to the rate of change of the throttle signal when the driver presses or releases the throttle. Limiting the throttle gradient can be achieved by limiting the rate of increase or decrease of the engine output torque, thereby limiting the gradient of change of the desired driving torque.

[0085] In this embodiment, the vehicle status may include tire blowout location, vehicle body yaw rate, vehicle speed, accelerator pedal position, and pedal travel rate of change, etc.

[0086] In this embodiment of the application, by utilizing factors such as the location of the tire blowout, the vehicle's yaw rate, vehicle speed, accelerator pedal position, and the rate of change of pedal travel, the maximum output and rate of change of the accelerator can be dynamically limited, thereby preventing loss of control caused by driver misoperation.

[0087] Figure 3 This is a schematic diagram of the overall process for tire blowout stability control provided in an embodiment of this application, as shown below. Figure 3 As shown, it includes the following steps: Step 310: Determine the location of the blown tire based on the vehicle's tire pressure and wheel speed signals.

[0088] Step 320: Based on the tire blowout signal, display the location of the blowout tire on the dashboard and issue a voice warning to drive cautiously.

[0089] Step 330: Activate tire blowout control based on vehicle status.

[0090] Step 340: Intervention for driver's emergency braking misoperation, limiting the extreme value and gradient of the driver's desired braking torque, and adjusting the limiting parameters according to the vehicle status.

[0091] Step 350: Intervention for driver's sudden turn error, torque is adjusted according to vehicle status, steering wheel superimposed with tire blowout damping torque, damping adjustment.

[0092] Step 360: Driver intervention to limit the extreme values ​​and gradients of the driver's throttle, with the limiting parameters adjusted according to the vehicle's status.

[0093] Step 370: Calculate the compensation torque after the tire blowout based on the location of the blowout tire as feedforward control.

[0094] Step 380: Arbitrate the tire blowout feedforward compensation torque and the ESC vehicle stability feedback yaw torque.

[0095] Step 390: Based on the location of the blown tire, distribute the arbitrated yaw moment to multiple actuators.

[0096] Step 3100: Execute steer-by-wire, calculate the yaw moment as the additional front wheel angle, and add the tire blowout damping moment to the road feel feedback moment.

[0097] Step 3110: Rear wheel steering is executed, and the distributed yaw moment is calculated as an additional rear wheel steering angle.

[0098] Step 3120: Four-wheel drive is activated, the driving torque is transferred to the non-exploded axle, and the distributed yaw moment is calculated as driving torque adjustment.

[0099] Step 3130: Brake-by-wire is executed, the braking torque is transferred to the non-exploded axle, and the distributed yaw moment is calculated as braking torque adjustment.

[0100] Step 3140: Fully active suspension is activated, and the vehicle height at the tire blowout wheel is adjusted.

[0101] In this embodiment, after a tire blowout, vehicle stability control can be achieved through coordinated control of the vehicle chassis domain. Specifically, based on adjustments to the control strategies of each actuator, the target yaw moment is coordinated to improve the response speed and capability to the blowout compensation torque. This integrated feedforward and feedback control strategy enhances driving safety.

[0102] The following problems exist in traditional tire blowout stability control: (1) the tire blowout compensation torque calculated by the rear wheel is completed by the rear wheel steering, resulting in poor control when the rear axle blows out; (2) the compensation torque that the rear wheel steering can achieve is limited, resulting in poor feedforward control to prevent vehicle deviation after a blowout; and (3) only feedforward control is considered, and the problems of feedback control after tire blowout instability and the coordination between feedforward and feedback are not considered. In this embodiment, when the front axle blows out, the tire blowout compensation torque is completed by the rear wheel steering, four-wheel drive, and brake-by-wire; while when the rear axle blows out, it is completed by brake-by-wire, four-wheel drive, and brake-by-wire. This can avoid the control problems caused by the change in the lateral characteristics of the blowout axle. Furthermore, the tire blowout compensation torque is realized by multiple actuators, which improves the control algorithm's ability to respond to the tire blowout compensation torque and reduces the driver's operating pressure. Finally, the feedforward control to prevent vehicle deviation after a blowout and the feedback control to stabilize the vehicle after a blowout are combined to improve vehicle safety.

[0103] Figure 4 This is a schematic diagram of the tire blowout stability control system framework provided in an embodiment of this application, as shown below. Figure 4 As shown, it includes a tire blowout detection module 40, a cockpit human-machine interaction module 41, a driving operation intervention module 42, a yaw moment coordination control module 43, a vehicle stability feedback control module 44, and an actuator module 45.

[0104] The tire blowout detection module 40 can perform tire pressure and wheel speed detection for the front left wheel, front right wheel, rear left wheel, and rear right wheel. Furthermore, the module 40 can arbitrate the location of the blowout based on the detection results.

[0105] The cockpit human-machine interaction module 41 can provide dashboard alarms and voice prompts, such as informing the driver which tire has blown out.

[0106] The driving operation intervention module 42 can implement emergency braking intervention, sharp turn intervention, and drive intervention. This includes limiting the extreme value and gradient of the driver's desired braking torque, superimposing a tire blowout damping force on the steering wheel, and limiting the driver's desired driving torque and its gradient.

[0107] Among them, the yaw moment coordination control module 43 can perform tire blowout feedforward control, feedforward feedback yaw moment arbitration, and multi-actuator yaw moment distribution arbitration.

[0108] Among them, the actuator module 45 can perform different tire blowout stability control operations for different actuators, such as steer-by-wire - road feel feedback adjustment and additional angle execution, rear wheel steering - additional angle execution, four-wheel drive - drive torque transfer and additional yaw torque execution, brake-by-wire - braking torque transfer and additional yaw torque execution, and fully active suspension - height adjustment.

[0109] Figure 5 This is a schematic diagram of the tire blowout stability control device provided in this application, as shown below. Figure 5 As shown, the tire blowout stabilization control device 50 provided in this embodiment includes: The location determination module 501 is used to determine the location of a tire blowout based on vehicle tire pressure and wheel speed signals. The blowout location includes at least one of a front axle blowout and a rear axle blowout.

[0110] The compensation force determination module 502 is used to determine the tire blowout compensation force based on the location of the tire blowout and the vehicle's condition after the blowout.

[0111] The first stability control module 503 is used to distribute the tire blowout compensation force to the vehicle's first actuator to perform tire blowout stability control operations if the tire blowout location is a front axle tire blowout.

[0112] The actuator includes at least one of a rear-wheel steering actuator, a four-wheel drive actuator, and a brake-by-wire actuator.

[0113] The second stability control module 504 is used to distribute the tire blowout compensation force to the vehicle's second actuator to perform tire blowout stability control operations if the tire blowout location is a rear axle tire blowout. The second actuator includes at least one of a steer-by-wire actuator, a four-wheel drive actuator, and a brake-by-wire actuator.

[0114] In one possible implementation, the position determination module can be used to: obtain the feedforward compensation torque after the tire blowout based on the location of the blowout; Based on the vehicle's condition after a tire blowout, obtain the vehicle stability feedback yaw moment from the electronic stability control system; Arbitration is performed based on the feedforward compensation torque and the vehicle stability feedback yaw torque to obtain the yaw torque after arbitration, which is used as the tire blowout compensation force.

[0115] In one possible implementation, the second stability control module can be specifically used to: control the steer-by-wire actuator to calculate the allocated tire blowout compensation force into an additional front wheel angle, and control the steer-by-wire actuator to perform steering operations according to the additional front wheel angle; and obtain the tire blowout damping torque through the steer-by-wire actuator and superimpose it onto the road feel feedback torque, which is the reverse torque acting on the vehicle's steering wheel.

[0116] In one possible implementation, the first stability control module can be specifically used to: control the rear wheel steering actuator to calculate the allocated tire blowout compensation force into an additional rear wheel steering angle; and control the rear wheel steering actuator to perform a steering operation based on the additional rear wheel steering angle.

[0117] In one possible implementation, the first stability control module can be specifically used to: control the four-wheel drive actuator to calculate the allocated tire blowout compensation force into drive torque adjustment information; and control the four-wheel drive actuator to transfer the drive torque to the non-blowout axle according to the drive torque adjustment information.

[0118] In one possible implementation, the second stabilization control module can be used to: control the line-controlled brake actuator to calculate braking torque adjustment information based on the allocated tire blowout compensation force; and control the line-controlled brake actuator to transfer braking torque to the non-blowout axle based on the braking torque adjustment information.

[0119] In one possible implementation, an emergency braking misoperation handling module is also included, which, in response to the driver's emergency braking operation, determines emergency braking limit parameters based on the vehicle's state after a tire blowout; and, based on the emergency braking limit parameters, limits the extreme value of the driver's desired braking torque and the gradient of the desired braking torque change.

[0120] In one possible implementation, a steering misoperation handling module is also included, which, in response to the driver's steering operation, determines the blowout damping force based on the vehicle's state after the blowout; and superimposes the blowout damping force onto the vehicle's steering wheel.

[0121] In one possible implementation, a drive misoperation handling module is also included, which, in response to the driver's drive operation, determines throttle limit parameters based on the vehicle state after a tire blowout; and limits the driver's desired drive torque and the gradient of the desired drive torque change based on the throttle limit parameters.

[0122] The tire blowout stabilization control device provided in this embodiment can execute the method provided in the above-described method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0123] Figure 6 This is a structural diagram of the vehicle provided in this application. Figure 6 As shown, the vehicle 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the device 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus.

[0124] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0125] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0126] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0127] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0128] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0129] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0130] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling tire blowout stability, characterized in that, include: The location of the tire blowout is determined based on the vehicle's tire pressure and wheel speed signals, and the location of the tire blowout includes at least one of a front axle tire blowout and a rear axle tire blowout. The blowout compensation force is determined based on the location of the blowout and the vehicle's condition after the blowout. If the tire blowout location is a front axle tire blowout, the tire blowout compensation force is distributed to the first actuator of the vehicle to perform a tire blowout stability control operation. The actuator includes at least one of a rear wheel steering actuator, a four-wheel drive actuator, and a brake-by-wire actuator. If the tire blowout location is a rear axle tire blowout, the blowout compensation force is distributed to the vehicle's second actuator to perform a blowout stability control operation. The second actuator includes at least one of a steer-by-wire actuator, the four-wheel drive actuator, and the brake-by-wire actuator.

2. The method according to claim 1, characterized in that, The determination of the blowout compensation force based on the blowout location and the vehicle's condition after the blowout includes: Based on the location of the tire blowout, obtain the feedforward compensation torque after the blowout; Based on the vehicle's condition after a tire blowout, obtain the vehicle stability feedback yaw moment from the electronic stability control system; Arbitration is performed based on the feedforward compensation torque and the vehicle stability feedback yaw torque to obtain the yaw torque after arbitration, which is used as the tire blowout compensation force.

3. The method according to claim 1, characterized in that, Distributing the tire blowout compensation force to the steer-by-wire actuator to perform tire blowout stability control operations includes: The steer-by-wire actuator is controlled to calculate the allocated tire blowout compensation force into an additional front wheel steering angle, and then the steer-by-wire actuator is controlled to perform a steering operation based on the additional front wheel steering angle. The blowout damping torque is obtained through the steer-by-wire actuator and superimposed on the road feel feedback torque, which is the reverse torque acting on the steering wheel of the vehicle.

4. The method according to claim 1, characterized in that, Distributing the tire blowout compensation force to the rear wheel steering actuator to perform tire blowout stability control operations includes: The rear wheel steering actuator is controlled to calculate the allocated tire blowout compensation force as an additional rear wheel steering angle; The rear wheel steering actuator is controlled to perform a steering operation based on the additional rear wheel steering angle.

5. The method according to claim 1, characterized in that, Distributing the tire blowout compensation force to the four-wheel drive actuator to perform tire blowout stability control operations includes: The four-wheel drive actuator is controlled to calculate the allocated tire blowout compensation force into drive torque adjustment information; The four-wheel drive actuator is controlled to transfer the driving torque to the non-exploded axle based on the driving torque adjustment information.

6. The method according to claim 1, characterized in that, Distributing the blowout compensation force to the brake-by-wire actuator to perform a blowout stabilization control operation includes: The brake-by-wire actuator is controlled to calculate braking torque adjustment information based on the allocated tire blowout compensation force; The brake-by-wire actuator is controlled to transfer the braking torque to the non-explosive axle based on the braking torque adjustment information.

7. The method according to claim 1, characterized in that, After determining the location of the tire blowout, the method further includes: In response to the driver's emergency braking operation, the emergency braking limit parameters are determined based on the vehicle state after the tire blowout. Based on the emergency braking limit parameters, the extreme value of the driver's desired braking torque and the gradient of the desired braking torque variation are limited.

8. The method according to claim 1, characterized in that, After determining the location of the tire blowout, the method further includes: In response to the driver's steering input, the blowout damping force is determined based on the vehicle's condition after the blowout. The tire blowout damping force is superimposed on the steering wheel of the vehicle.

9. The method according to claim 1, characterized in that, After determining the location of the tire blowout, the method further includes: In response to the driver's driving operation, the throttle limit parameters are determined based on the vehicle state after the tire blowout; Based on the throttle limit parameters, the driver's desired driving torque and the gradient of the desired driving torque are limited.

10. A tire blowout stabilization control device, characterized in that, include: The location determination module is used to determine the location of a tire blowout based on vehicle tire pressure and wheel speed signals, wherein the tire blowout location includes at least one of a front axle tire blowout and a rear axle tire blowout; The compensation force determination module is used to determine the tire blowout compensation force based on the blowout location and the vehicle state after the blowout. The first stability control module is used to distribute the tire blowout compensation force to the first actuator of the vehicle to perform a tire blowout stability control operation if the tire blowout location is a front axle tire blowout. The actuator includes at least one of a rear wheel steering actuator, a four-wheel drive actuator, and a brake-by-wire actuator. The second stability control module is used to distribute the tire blowout compensation force to the second actuator of the vehicle to perform a tire blowout stability control operation if the tire blowout location is a rear axle tire blowout. The second actuator includes at least one of a steer-by-wire actuator, the four-wheel drive actuator, and the brake-by-wire actuator.

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