Tire burst stability test method, system and equipment and storage medium

Abstract

The invention discloses a tire burst stability testing method, system and device and a storage medium, and the tire burst stability testing method comprises the following steps: determining a tire performance curve of each tire pressure value under the condition that a plurality of different tire pressure values are preset; under the condition that the first vehicle speed reaches a first preset vehicle speed threshold value, a tire burst starting stop signal of any one of the four wheels is changed from zero to one; determining a first maximum lane transverse offset, a first maximum side slip angle and a first maximum yaw velocity value under the condition that a flat tire function opening and closing signal value is zero and a corresponding relation between a flat tire starting time value and a tire performance curve of each tire pressure value is set, and determining a second maximum lane transverse offset, a second maximum side slip angle and a second maximum yaw velocity value under the condition that the flat tire function opening and closing signal value is one. Determining a second maximum lane transverse offset, a second maximum side slip angle and a second maximum yaw velocity value; the tire burst stability test result is determined, and the accuracy and efficiency of the tire burst stability test are improved.

Description

Technical Field

[0001] This application relates to the technical field of tire blowout stability testing, and in particular to tire blowout stability testing methods, systems, equipment and storage media. Background Technology

[0002] Tires are the only crucial component of a car that directly contacts the ground. Basic vehicle operations such as driving, braking, and steering are all achieved through friction between the tires and the road surface. Good tire performance ensures good adhesion between the tire and the road, thus guaranteeing the car's power, braking, ride comfort, and handling stability. When a tire blows out, the tire and wheel become misaligned or separate, potentially causing the vehicle to lose balance and control, leading to a traffic accident. Therefore, all automobile manufacturers must conduct tire blowout tests to simulate the blowout state of a car at a certain speed.

[0003] However, existing testing methods or devices are cumbersome and inconvenient to use when installing ground nails, detonators, or gunpowder for testing, and they also reduce the uncertainty of tire blowouts. When using electromagnetic exhaust valves to simulate tire blowouts, special modifications are required, which affects the test progress. Summary of the Invention

[0004] This application aims to at least address the technical problems existing in the prior art. To this end, this application proposes a method, system, equipment, and storage medium for tire blowout stability testing, which can simulate tire blowout conditions on a testing platform, test chassis stability under tire blowout conditions, and improve the accuracy and efficiency of tire blowout stability testing.

[0005] The first aspect of this application provides a method for testing tire blowout stability, comprising the following steps: In the absence of braking, a first basic parameter value is set, wherein the first basic parameter value includes the first brake assist system push rod stroke, the first accelerator pedal opening, the first steering wheel angle, and the first gear; Given several different tire pressure values ​​set in advance, determine the tire performance curve for each tire pressure value; Obtain the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, change the tire blowout start stop signal of any of the four wheels from zero to one. Here, the first vehicle speed is the vehicle speed at the current moment. When the blowout function activation / deactivation signal value is zero, and a correspondence is established between the blowout initiation time value and the tire performance curves for each tire pressure value, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and the correspondence, the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate are determined. The first maximum lane lateral deviation is the maximum lane lateral deviation during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to the second preset speed threshold. The first maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to the second preset speed threshold. The first maximum yaw rate is the maximum yaw rate during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to the second preset speed threshold. The blowout initiation time is the time it takes for the blowout initiation abort signal to change from zero to one. When the blowout function on / off signal value is one, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship, the second maximum lane lateral deviation, the second maximum center of gravity sideslip angle, and the second maximum yaw rate are determined. The second maximum lane lateral deviation is the maximum lane lateral deviation during the process where the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum yaw rate is the maximum yaw rate during the process where the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The blowout initiation time is the time it takes for the blowout initiation abort signal to change from zero to one. The tire blowout stability test results are determined based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate.

[0006] The control method according to the embodiments of this application has at least the following beneficial effects: This method involves setting a first basic parameter value under no braking conditions; determining the tire performance curve for each of several preset tire pressure values; acquiring a first vehicle speed; and, when the first vehicle speed reaches a first preset speed threshold, changing the blowout initiation / abort signal of any of the four wheels from zero to one; with the blowout function on / off signal value at zero, and with a established correspondence between the blowout initiation time value and the tire performance curve for each tire pressure value, determining the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values ​​based on the blowout initiation time value, the tire performance curve for each tire pressure value, and the corresponding relationship. With the blowout function on / off signal value set to 1, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and their corresponding relationships, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate values ​​are determined. Based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate value, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value, the blowout stability test results are determined. This allows for the simulation of blowout conditions on a test platform, testing the chassis stability under blowout conditions, and improving the accuracy and efficiency of blowout stability testing.

[0007] According to some embodiments of this application, determining the tire blowout stability test result based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate includes: If the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate satisfy the first preset constraint condition, then the tire blowout stability test result meets the preset vehicle handling stability requirements. The expression for the first preset constraint condition is:

[0008] in, This represents the first maximum lateral offset of the lane. The first maximum centroid sideslip angle, This is the first maximum yaw rate value. The first preset lane lateral offset threshold, The first preset centroid sideslip angle threshold, The first preset yaw rate threshold, This is the second largest lane lateral offset. The second largest centroid sideslip angle, This is the second maximum yaw rate value.

[0009] According to some embodiments of this application, the method further includes: When braking is applied, a second basic parameter value is set, which includes the second brake assist system push rod travel, the second accelerator pedal opening, the second steering wheel angle, and the second gear. Obtain the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, change the tire blowout start stop signal of any of the four wheels from zero to one. Here, the first vehicle speed is the vehicle speed at the current moment. When the blowout function activation / deactivation signal value is zero, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship, the third maximum lane lateral deviation, the third maximum center of gravity sideslip angle, and the third maximum yaw rate are determined. The third maximum lane lateral deviation is the maximum lane lateral deviation during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. The third maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. The third maximum yaw rate is the maximum yaw rate during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. When the blowout function on / off signal value is one, based on the blowout initiation time value, the tire performance curve of each tire pressure value and the corresponding relationship, the fourth maximum lane lateral deviation, the fourth maximum center of gravity sideslip angle and the fourth maximum yaw rate value are determined. The fourth maximum lane lateral deviation is the maximum lane lateral deviation when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The fourth maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The fourth maximum yaw rate is the maximum yaw rate value when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The tire blowout stability test results are determined based on the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, the third maximum yaw rate, the fourth maximum lane lateral offset, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate.

[0010] According to some embodiments of this application, determining the tire blowout stability test result based on the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, the third maximum yaw rate, the fourth maximum lane lateral offset, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate includes: If the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate satisfy the first preset constraint condition, then the tire blowout stability test result meets the preset vehicle handling stability requirements. The expression for the first preset constraint condition is:

[0011] in, This is the third largest lane lateral offset. The third largest centroid sideslip angle, This is the third maximum yaw rate value. The second preset lane lateral offset threshold. The second preset centroid sideslip angle threshold, The second preset yaw rate threshold, This represents the fourth largest lateral offset. This is the fourth largest centroid sideslip angle. This is the fourth maximum yaw rate value.

[0012] According to some embodiments of this application, determining the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values ​​based on the tire blowout initiation time value, the tire performance curve for each tire pressure value, and the corresponding relationship includes: Construct a tire blowout stability test model; Based on the tire blowout initiation time value, the tire performance curves for each tire pressure value and the corresponding relationship, the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, and the first maximum yaw rate value are determined by the tire blowout stability test model.

[0013] According to some embodiments of this application, the tire blowout stability test model includes a chassis domain control unit, a CDC damper actuator unit, a vehicle dynamics unit, a rear wheel steering actuator unit, a driver control unit, and a braking system actuator unit. The determination of the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values ​​based on the tire blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationships, through the tire blowout stability test model, includes: When performing a blowout stability test based on the blowout start time value, the tire performance curve of each tire pressure value and the corresponding relationship, the target current signal of the CDC damper obtained by the chassis domain control unit is sent to the CDC damper execution unit via CAN communication. The CDC damper actuator receives four wheel center vertical displacements sent by the vehicle dynamics unit and converts these four wheel center vertical displacements into four CDC damper push rod displacements through a pre-set wheel center vertical displacement-CDC damper push rod displacement calibration curve. Differentiate the displacements of the four CDC damper push rods to obtain their velocities. The CDC damper actuator calculates the actual damping forces of the four CDC dampers based on the target current of the CDC damper, the pushrod speed of the CDC damper, and the pre-set external characteristic curve of the CDC damper. These actual damping forces are then sent to the vehicle dynamics unit. The four wheel center vertical displacements include the vertical displacements of the left front wheel center, the right front wheel center, the left rear wheel center, and the right rear wheel center. The four actual damping forces of the CDC dampers include the actual damping forces of the left front CDC damper, the right front CDC damper, the left rear CDC damper, and the right rear CDC damper. When the rear wheel steering actuator receives the target rear wheel steering angle value sent by the chassis domain control unit via CAN communication, the rear wheel steering actuator simulates the fluctuation and delay of the target rear wheel steering angle value to obtain the actual rear wheel steering angle, and sends the actual rear wheel steering angle to the vehicle dynamics unit. The driver control unit sends the stroke of the first brake booster system push rod to the chassis domain control unit and the brake system execution unit via CAN communication. The braking system actuator receives four wheel speeds, a first vehicle speed, a first steering wheel angle, a steering wheel speed, longitudinal acceleration, lateral acceleration, and yaw rate signals from the vehicle dynamics unit. Based on these signals, the actual pressure of the brake wheel cylinders is determined using the preset internal braking assist requirements and preset braking force distribution of the braking system actuator, and this actual pressure is then sent to the vehicle dynamics unit. The first steering wheel angle and the first gear position are then sent to the vehicle dynamics unit via the driver control unit. Based on the first steering wheel angle, the first gear, the actual pressure of the brake wheel cylinder, the actual angle of the rear wheel, and the actual damping force of the four CDC shock absorbers, the vehicle dynamics unit calculates and determines that the tire blowout function activation / deactivation signal value is zero, and that all lane lateral offsets, all center of gravity sideslip angles, and all yaw rate values ​​are generated during the process of the vehicle speed decreasing from the first vehicle speed to the second preset vehicle speed threshold. The maximum lane lateral offset is selected from all lane lateral offsets and is used as the first maximum lane lateral offset; the maximum centroid sideslip angle is selected from all centroid sideslip angles and is used as the first maximum centroid sideslip angle; the maximum yaw rate value is selected from all yaw rate values ​​and is used as the first maximum yaw rate value.

[0014] According to some embodiments of this application, determining the tire performance curve for each of the several different tire pressure values ​​preset includes: From the preset number of different tire pressure values, all tire pressure values ​​that are greater than or equal to the first preset tire pressure threshold are selected as the first preset tire pressure value set. A performance identification parameter table for each of the first preset tire pressure values ​​in the first preset tire pressure value set was determined using a tire six-component force test bench. Based on the performance identification parameter table for each first preset tire pressure value, the tire performance curve for each first preset tire pressure value is determined through the tire performance curve virtual reproduction function. From the preset set of several different tire pressure values, all tire pressure values ​​that are less than the first preset tire pressure threshold are selected as the second preset tire pressure value set. Based on the tire performance identification method and the linear interpolation method, the tire performance curve of each second preset tire pressure value in the second preset tire pressure value set is automatically identified.

[0015] A second aspect of this application provides a tire blowout stability testing system, the tire blowout stability testing system comprising: The first basic parameter value setting module is used to set the first basic parameter value when there is no braking. The first basic parameter value includes the first brake assist system push rod stroke, the first accelerator pedal opening, the first steering wheel angle, and the first gear. The tire performance curve determination module is used to determine the tire performance curve for each of the several different tire pressure values ​​that are preset. The first vehicle speed acquisition module is used to acquire the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, the tire blowout start-stop signal of any one of the four wheels is changed from zero to one. The first vehicle speed is the vehicle speed at the current moment. The first data determination module is used to determine, based on the tire blowout initiation time, the tire performance curves for each tire pressure value, and the corresponding relationship between the tire blowout function activation / deactivation signal value and the tire performance curves for each tire pressure value, a first maximum lane lateral deviation, a first maximum center of gravity sideslip angle, and a first maximum yaw rate value when the tire blowout function activation / deactivation signal value is zero and the vehicle speed decreases from a first speed to a second preset speed threshold value; the first maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process of the tire blowout function activation / deactivation signal value decreasing from a first speed to a second preset speed threshold value; the first maximum yaw rate value is the maximum yaw rate during the process of the tire blowout function activation / deactivation signal value decreasing from a first speed to a second preset speed threshold value; and the tire blowout initiation time is the time it takes for the tire blowout initiation abort signal to change from zero to one. The second data determination module is used to determine, based on the tire blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship, the second maximum lane lateral deviation, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value when the tire blowout function on / off signal value is one. The second maximum lane lateral deviation is the maximum lane lateral deviation during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum yaw rate is the maximum yaw rate during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The tire blowout initiation time is the time it takes for the tire blowout initiation abort signal to change from zero to one. The tire blowout stability test result determination module is used to determine the tire blowout stability test result based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate.

[0016] This system, under no-braking conditions, sets a first basic parameter value; determines the tire performance curve for each of several preset tire pressure values; acquires a first vehicle speed; and when the first vehicle speed reaches a first preset speed threshold, changes the tire blowout initiation / abort signal of any of the four wheels from zero to one; with the blowout function on / off signal value at zero, and with a set correspondence between the blowout initiation time value and the tire performance curve for each tire pressure value, determines the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values ​​based on the blowout initiation time value, the tire performance curve for each tire pressure value, and the corresponding relationship. With the blowout function on / off signal value set to 1, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and their corresponding relationships, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate values ​​are determined. Based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate value, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value, the blowout stability test results are determined. This allows for the simulation of blowout conditions on a test platform, testing the chassis stability under blowout conditions, and improving the accuracy and efficiency of blowout stability testing.

[0017] A third aspect of this application provides an electronic device for testing tire blowout stability, including at least one control processor and a memory for communicatively connecting to the at least one control processor; the memory stores instructions executable by the at least one control processor, which are executed by the at least one control processor to enable the at least one control processor to perform the above-described tire blowout stability testing method.

[0018] A fourth aspect of this application provides a computer-readable storage medium storing computer-executable instructions for causing a computer to perform the aforementioned tire blowout stability test method.

[0019] It should be noted that the beneficial effects of the second to fourth aspects of this application compared with the prior art are the same as the beneficial effects of the aforementioned tire blowout stability testing system compared with the prior art, and will not be described in detail here.

[0020] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a flowchart of the tire blowout stability test method provided in this application; Figure 2 This is a detailed structural diagram of an embodiment of the tire blowout stability testing system provided in this application; Figure 3 This is a schematic diagram of an embodiment of the tire blowout stability testing system provided in this application; Figure 4 This is a schematic diagram of the structure of an embodiment of the electronic device provided in this application. Detailed Implementation

[0022] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0023] In the description of this application, the use of terms such as "first," "second," etc., is for the purpose of distinguishing technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0024] In the description of this application, it should be understood that the orientation descriptions, such as up, down, etc., indicating the orientation or first positional relationship, are based on the orientation or first positional relationship shown in the drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0025] In the description of this application, it should be noted that, unless otherwise explicitly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0026] Tires are the only crucial component of a car that directly contacts the ground. Basic vehicle operations such as driving, braking, and steering are all achieved through friction between the tires and the road surface. Good tire performance ensures good adhesion between the tire and the road, thus guaranteeing the car's power, braking, ride comfort, and handling stability. When a tire blows out, the tire and wheel become misaligned or separate, potentially causing the vehicle to lose balance and control, leading to a traffic accident. Therefore, all automobile manufacturers must conduct tire blowout tests to simulate the blowout state of a car at a certain speed.

[0027] However, existing testing methods or devices are cumbersome and inconvenient to use when installing ground nails, detonators, or gunpowder for testing, and they also reduce the uncertainty of tire blowouts. When using electromagnetic exhaust valves to simulate tire blowouts, special modifications are required, which affects the test progress.

[0028] To address the aforementioned technical deficiencies, embodiments of this application provide a method, system, device, and storage medium for testing tire blowout stability.

[0029] Please see Figure 1 This is a flowchart illustrating a tire blowout stability testing method provided in an embodiment of this application. Figure 1 As shown, the tire blowout stability test method includes: Step S101: In the absence of braking, set the first basic parameter value, wherein the first basic parameter value includes the first brake assist system push rod stroke, the first accelerator pedal opening, the first steering wheel angle, and the first gear. Specifically, in step S101, the above-mentioned setting of the first basic parameter value in the absence of braking can be to set the first brake assist system push rod travel of the driver control unit to 0, the first accelerator pedal opening to 0, the first steering wheel angle to 0, and the first gear to D.

[0030] Step S102: Under the condition of pre-setting several different tire pressure values, determine the tire performance curve for each tire pressure value; Step S103: Obtain the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, change the tire blowout start stop signal of any of the four wheels from zero to one. Here, the first vehicle speed is the vehicle speed at the current moment. The aforementioned first preset vehicle speed threshold is a value preset according to actual needs.

[0031] Specifically, if the tire blowout start-stop signal of a certain wheel is always "1", it means that the tire blowout condition of that wheel is being simulated; if the tire blowout start-stop signal of a certain wheel is always "0", it means that the wheel has returned to normal tire pressure.

[0032] Specifically, in step S103, the above-mentioned change of the tire blowout start-stop signal of any one of the four wheels from zero to one when the first vehicle speed reaches the first preset vehicle speed threshold can be: if the current tire blowout condition needs to be simulated, and the current gear is forward gear D, and the vehicle speed reaches the first preset vehicle speed threshold (e.g., 80km / h), the tire blowout start-stop signal of a certain wheel (randomly set) is set from "0" to "1".

[0033] Step S104: When the blowout function on / off signal value is zero, and the correspondence between the blowout start time value and the tire performance curve of each tire pressure value is set, based on the blowout start time value, the tire performance curve of each tire pressure value and the correspondence, determine the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle and the first maximum yaw rate value. The first maximum lane lateral deviation is the maximum lane lateral deviation when the blowout function on / off signal value is zero and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The first maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle when the blowout function on / off signal value is zero and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The first maximum yaw rate is the maximum yaw rate value when the blowout function on / off signal value is zero and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The blowout start time is the time length during which the blowout start stop signal changes from zero to one. The aforementioned second preset vehicle speed threshold is a value preset according to actual needs.

[0034] Specifically, a tire blowout function on / off signal value of "0" indicates that the tire blowout stability control function inside the chassis domain control unit is enabled; a tire blowout function on / off signal value of "1" indicates that the tire blowout stability control function inside the chassis domain control unit is disabled.

[0035] Specifically, in step S104, when the blowout function on / off signal value is zero and the correspondence between the blowout initiation time value and the tire performance curves for each tire pressure value is set, the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, and the first maximum yaw rate are determined based on the blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship. This can be achieved by setting the correspondence between the tire performance curves of the four wheels and the blowout initiation time value. For example, when the blowout initiation stop signal of a certain wheel just changes from "0" to "1", the tire performance curve of that wheel is set to normal tire pressure (e.g., 2.5 bar); 0.3s, 0.5s, 0.6s, 0.7s, and 0.8s after the blowout initiation stop signal is set to "1", the wheel is set to automatically change lanes. The tire performance curves during a tire blowout (i.e., tire pressures of 2.0 bar, 1.5 bar, 1.0 bar, 0.5 bar, and 0.2 bar) are replaced with those during a tire blowout. This application assumes only one wheel experiences a blowout, ignoring the possibility of multiple wheels blowouts simultaneously. When the blowout initiation / stop signal for a particular wheel changes from "1" to "0", the tire performance curve for that wheel is set to the normal tire pressure (e.g., 2.5 bar) and remains unchanged. The road surface adhesion coefficient in the vehicle dynamics module is set to 1.0, and the blowout function activation / deactivation signal value is set to "0". Recording of the lane lateral offset, center of gravity sideslip angle, and yaw rate at the current moment begins. Recording stops when the vehicle speed decreases to a certain level (a second preset speed threshold). The maximum value for each signal within the recording time period is taken as the [value / value]. , and .

[0036] Step S105: When the blowout function on / off signal value is one, based on the blowout start time value, the tire performance curves and corresponding relationships for each tire pressure value, determine the second maximum lane lateral deviation, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value. The second maximum lane lateral deviation is the maximum lane lateral deviation during the process when the blowout function on / off signal value is one and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The second maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process when the blowout function on / off signal value is one and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The second maximum yaw rate is the maximum yaw rate during the process when the blowout function on / off signal value is one and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The blowout start time is the time it takes for the blowout start stop signal to change from zero to one. Specifically, in step S105, the aforementioned determination of the second maximum lane lateral offset, second maximum centroid sideslip angle, and second maximum yaw rate values ​​can be achieved by setting the road surface adhesion coefficient in the vehicle dynamics module to 1.0 and the tire blowout function on / off signal value to "1". Recording of the lane lateral offset, centroid sideslip angle, and yaw rate values ​​at the current moment begins. Recording of these three signal values ​​stops when the vehicle speed decreases to a certain level (a second preset vehicle speed threshold). The maximum value of each signal is taken within the recording time period and used as the [value]. , and .

[0037] Step S106: Determine the tire blowout stability test results based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate.

[0038] This method involves setting a first basic parameter value under no braking conditions; determining the tire performance curve for each of several preset tire pressure values; acquiring a first vehicle speed; and, when the first vehicle speed reaches a first preset speed threshold, changing the blowout initiation / abort signal of any of the four wheels from zero to one; with the blowout function on / off signal value at zero, and with a established correspondence between the blowout initiation time value and the tire performance curve for each tire pressure value, determining the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values ​​based on the blowout initiation time value, the tire performance curve for each tire pressure value, and the corresponding relationship. With the blowout function on / off signal value set to 1, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and their corresponding relationships, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate values ​​are determined. Based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate value, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value, the blowout stability test results are determined. This allows for the simulation of blowout conditions on a test platform, testing the chassis stability under blowout conditions, and improving the accuracy and efficiency of blowout stability testing.

[0039] In some embodiments, the blowout stability test results are determined based on a first maximum lane lateral offset, a first maximum center of gravity sideslip angle, a first maximum yaw rate, a second maximum lane lateral offset, a second maximum center of gravity sideslip angle, and a second maximum yaw rate, including: Step S201: If the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate satisfy the first preset constraint condition, the tire blowout stability test result is that the preset vehicle handling stability requirement is met. The expression for the first preset constraint condition is:

[0040] in, This represents the first maximum lateral offset of the lane. The first maximum centroid sideslip angle, This is the first maximum yaw rate value. The first preset lane lateral offset threshold is set in advance according to actual needs. The first preset centroid sideslip angle threshold is set in advance according to actual needs. The first preset yaw rate threshold is set in advance according to actual needs. This is the second largest lane lateral offset. The second largest centroid sideslip angle, This is the second maximum yaw rate value.

[0041] This application improves the accuracy of tire blowout stability testing by setting a first preset constraint condition.

[0042] In some embodiments, the method further includes: Step S301: When braking is applied, set the second basic parameter value, wherein the second basic parameter value includes the second brake assist system push rod stroke, the second accelerator pedal opening, the second steering wheel angle, and the second gear. Specifically, in step S301, the aforementioned setting of the second basic parameter value under braking conditions can be configured to increase the stroke of the second brake assist system push rod in the driver control module from 0 to 50 mm / s. , , And maintain the following settings: second accelerator pedal opening is 0, second steering wheel angle is 0, and second gear is D. This is the push rod stroke corresponding to a longitudinal deceleration of 0.8g (gravitational constant) of the vehicle under normal tire pressure.

[0043] Step S302: Obtain the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, change the tire blowout start stop signal of any of the four wheels from zero to one. Here, the first vehicle speed is the vehicle speed at the current moment. Step S303: When the blowout function activation / deactivation signal value is zero, based on the blowout activation time value, the tire performance curves for each tire pressure value, and their corresponding relationships, determine the third maximum lane lateral deviation, the third maximum center of gravity sideslip angle, and the third maximum yaw rate. The third maximum lane lateral deviation is the maximum lane lateral deviation when the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. The third maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle when the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. The third maximum yaw rate is the maximum yaw rate when the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. Specifically, in step S303, determining the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, and the third maximum yaw rate can be achieved by setting the road surface adhesion coefficient in the vehicle dynamics module to 1.0 and the tire blowout function on / off signal value to "0", starting to record the lane lateral offset, center of gravity sideslip angle, and yaw rate values ​​at the current moment, stopping the recording of the above three signal values ​​when the vehicle speed drops to zero, and setting the brake assist system push rod travel to return to 0 at a speed of 100mm / s. The maximum value of each signal is taken within the recording time period and used as the [values ​​to be recorded]. , and .

[0044] Step S304: When the blowout function on / off signal value is one, based on the blowout start time value, the tire performance curves and corresponding relationships for each tire pressure value, determine the fourth maximum lane lateral deviation, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate value. The fourth maximum lane lateral deviation is the maximum lane lateral deviation when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The fourth maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The fourth maximum yaw rate is the maximum yaw rate value when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. Specifically, in step S304, the aforementioned determination of the fourth maximum lane lateral offset, fourth maximum center of gravity sideslip angle, and fourth maximum yaw rate values ​​can be achieved by setting the road surface adhesion coefficient in the vehicle dynamics module to 1.0 and the tire blowout function on / off signal value to "1". Recording of the lane lateral offset, center of gravity sideslip angle, and yaw rate values ​​at the current moment begins. Recording of these three signal values ​​stops when the vehicle speed decreases to zero. The maximum value for each signal is taken within the recording time period and used as the [value / value]. , and .

[0045] Step S305: Based on the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, the third maximum yaw rate, the fourth maximum lane lateral offset, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate, determine the tire blowout stability test results.

[0046] This application determines the tire blowout stability test results based on the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, the third maximum yaw rate, the fourth maximum lane lateral offset, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate. This enables the simulation of tire blowout conditions on a test platform and tests the chassis stability under tire blowout conditions, thereby improving the accuracy and efficiency of tire blowout stability testing.

[0047] In some embodiments, the blowout stability test results are determined based on the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, the third maximum yaw rate, the fourth maximum lane lateral offset, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate, including: Step S401: If the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate satisfy the first preset constraint condition, the tire blowout stability test result is that the preset vehicle handling stability requirement is met. The expression for the first preset constraint condition is:

[0048] in, This is the third largest lane lateral offset. The third largest centroid sideslip angle, This is the third maximum yaw rate value. The second preset lane lateral offset threshold is set in advance according to actual needs. The second preset centroid side deflection angle threshold is set in advance according to actual needs. The second preset yaw rate threshold is set in advance according to actual needs. This represents the fourth largest lateral offset. This is the fourth largest centroid sideslip angle. This is the fourth maximum yaw rate value.

[0049] This application improves the accuracy of tire blowout stability testing by setting a second preset constraint.

[0050] In some embodiments, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and their corresponding relationships, the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values ​​are determined, including: Step S501: Construct a tire blowout stability test model; Step S502: Based on the tire blowout start time value, the tire performance curves and corresponding relationships for each tire pressure value, determine the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, and the first maximum yaw rate value through the tire blowout stability test model.

[0051] Reference Figure 2 In some embodiments, the tire blowout stability test model includes a chassis domain control unit, a CDC damper actuator unit, a vehicle dynamics unit, a rear-wheel steering actuator unit, a driver control unit, and a braking system actuator unit. Based on the tire blowout initiation time value, the tire performance curves and corresponding relationships for each tire pressure value, the tire blowout stability test model determines the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values, including: Step S601: Based on the tire blowout start time value, the tire performance curve and corresponding relationship of each tire pressure value are used to conduct a blowout stability test, and the target current signal of the CDC damper obtained by the chassis domain control unit test is sent to the CDC damper execution unit through CAN communication. Step S602: The CDC damper actuator receives the four wheel center vertical displacements sent by the vehicle dynamics unit and converts the four wheel center vertical displacements into four CDC damper push rod displacements through the pre-set wheel center vertical displacement-CDC damper push rod displacement calibration curve. Step S603: Differentiate the displacements of the four CDC damper push rods to obtain the velocities of the four CDC damper push rods; Step S604: The CDC damper execution unit calculates the actual damping force of the four CDC dampers based on the target current of the CDC damper, the speed of the CDC damper push rod, and the pre-set external characteristic curve of the CDC damper; and sends the actual damping force of the four CDC dampers to the vehicle dynamics unit. The vertical displacement of the four wheel centers includes the vertical displacement of the left front wheel center, the vertical displacement of the right front wheel center, the vertical displacement of the left rear wheel center, and the vertical displacement of the right rear wheel center. The actual damping force of the four CDC dampers includes the actual damping force of the left front CDC damper, the actual damping force of the right front CDC damper, the actual damping force of the left rear CDC damper, and the actual damping force of the right rear CDC damper. Step S605: When the rear wheel steering execution unit receives the target rear wheel steering angle value sent by the chassis domain control unit via CAN communication, the rear wheel steering execution unit simulates the fluctuation and delay of the target rear wheel steering angle value to obtain the actual rear wheel steering angle, and sends the actual rear wheel steering angle to the vehicle dynamics unit. Step S606: The first brake assist system push rod stroke is sent to the chassis domain control unit and the brake system execution unit via CAN communication through the driver control unit; Step S607: The braking system execution unit receives four wheel speeds, a first vehicle speed, a first steering wheel angle, a steering wheel speed, longitudinal acceleration, lateral acceleration, and yaw rate signals from the vehicle dynamics unit; based on these signals, the braking system execution unit determines the actual pressure of the brake wheel cylinders using preset internal brake assist requirements and preset braking force distribution, and sends the actual pressure to the vehicle dynamics unit; the driver control unit then sends the first steering wheel angle and first gear position to the vehicle dynamics unit. Step S608: Based on the first steering wheel angle, first gear, actual pressure of the brake wheel cylinder, actual rear wheel angle and actual damping force of the four CDC shock absorbers, the vehicle dynamics unit calculates and determines that the tire blowout function activation / deactivation signal value is zero, and all lane lateral offsets, all centroid sideslip angles and all yaw rate values ​​during the process of the vehicle speed decreasing from the first vehicle speed to the second preset vehicle speed threshold. Step S609: Select the maximum lane lateral offset from all lane lateral offsets as the first maximum lane lateral offset; select the maximum centroid sideslip angle from all centroid sideslip angles as the first maximum centroid sideslip angle; select the maximum yaw rate value from all yaw rate values ​​as the first maximum yaw rate value.

[0052] Specifically, the vehicle dynamics unit sends four wheel speeds, the first vehicle speed, the first steering wheel angle, the steering wheel speed, the longitudinal acceleration, the lateral acceleration, and the yaw rate signals to the chassis domain control unit via CAN communication. The chassis domain control unit calculates the target current of the CDC damper and the target steering angle of the rear wheels based on the above signals, thereby realizing closed-loop testing.

[0053] Specifically, the aforementioned tire blowout stability test model may also include a performance evaluation unit for evaluating tire blowout stability performance based on lane lateral offset, center of gravity sideslip angle, and yaw rate values. It may also include a tire blowout condition control unit for receiving vehicle speed signals from the vehicle dynamics unit and accelerator pedal opening and gear signals from the driver control unit, and sending four-wheel tire blowout start / stop signals to the vehicle dynamics unit.

[0054] This application simulates a tire blowout condition using a test bench and interacts with the chassis domain control unit of the controller under test in real time, without the need for a real vehicle or a real driver, thus ensuring the safety of the test.

[0055] This application can evaluate the control effect of the chassis domain control unit on vehicle stability through rear-wheel steering, CDC shock absorbers, and braking system when a tire blowout occurs. It breaks down the test into test conditions with and without braking, and evaluates the improvement rate of vehicle stability when the tire blowout stability control function is on and off, thus achieving a more comprehensive evaluation of the chassis domain control unit's tire blowout stability control function performance.

[0056] In some embodiments, when several different tire pressure values ​​are preset, determining the tire performance curve for each tire pressure value includes: Step S701: Select all tire pressure values ​​that are greater than or equal to the first preset tire pressure threshold from a number of preset different tire pressure values, and use them as the first preset tire pressure value set; Step S702: Determine the performance identification parameter table for each of the first preset tire pressure values ​​in the first preset tire pressure value set using a tire six-component force test bench; Step S703: Based on the performance identification parameter table for each first preset tire pressure value, determine the tire performance curve for each first preset tire pressure value through the tire performance curve virtual reproduction function; Step S704: Select all tire pressure values ​​that are less than the first preset tire pressure threshold from a number of preset tire pressure values, and use them as the second preset tire pressure value set. Step S705: Based on the tire performance identification method and the linear interpolation method, automatically identify the tire performance curve of each second preset tire pressure value in the second preset tire pressure value set.

[0057] The aforementioned first preset tire pressure threshold can be a value preset according to actual needs.

[0058] Specifically, the tire is placed on a tire six-component force test bench, and the tire pressure is adjusted by adjusting the opening of the tire valve. N_1 (the first preset tire pressure value set) tire pressures are set (e.g., N_1=3, representing a low tire pressure of 2.0 bar, a normal tire pressure of 2.5 bar, and a high tire pressure of 3.0 bar). The tire performance identification parameters are tested sequentially under N_1 tire pressures on the tire six-component force test bench, including tire weight, moment of inertia around the x-axis and y-axis. Through the tire performance curve virtual reproduction function, the tire performance identification parameter table under N_1 tire pressures is converted into tire performance curves under N_2 vertical loads (e.g., N_2=10, representing vertical loads of 1000N, 2000N, ..., 10000N), including the tire longitudinal force curve, lateral stiffness curve, torsional stiffness curve, and tire rolling resistance coefficient. Among them, the horizontal axis of the tire longitudinal force curve is the tire slip ratio, and the vertical axis is the tire longitudinal force; the horizontal axis of the tire lateral stiffness curve is the tire slip angle, and the vertical axis is the tire lateral force; the horizontal axis of the tire torsional stiffness curve is the tire slip angle, and the vertical axis is the tire torsional torque.

[0059] When the tire pressure is less than 2.0 bar, the increased contact area between the tire tread and the ground leads to excessive tread wear during testing, as well as excessive wear on the steel belt of the tire six-component force test bench. Therefore, to protect the test bench, tests with tire pressures less than 2.0 bar are not performed. The number of tire pressures less than 2.0 bar is set to N_3 (the second preset set of tire pressure values) (e.g., N_3=4, including 1.5 bar, 1.0 bar, 0.5 bar, and 0.2 bar). Based on tire performance identification methods and linear interpolation methods, the tire performance curves under N_3 tire pressures and N_2 types of vertical tire loads are automatically identified.

[0060] This application utilizes the tire performance curve prediction and virtual reproduction functions of a six-component tire testing rig to calculate tire performance curves under different tire pressures and vertical loads. Employing the principle of time-series switching, once a blowout scenario is initiated, the system can automatically simulate and display the changes in the tire performance curve over a period of time following the blowout, making the blowout simulation environment more realistic. No manual operation or switching is required, saving time and effort.

[0061] Additionally, refer to Figure 3 One embodiment of this application provides a tire blowout stability testing system, which includes a first basic parameter value setting module 1100, a tire performance curve determination module 1200, a first vehicle speed acquisition module 1300, a first data determination module 1400, a second data determination module 1500, and a tire blowout stability test result determination module 1600, wherein: The first basic parameter value setting module 1100 is used to set the first basic parameter value when there is no braking. The first basic parameter value includes the first brake assist system push rod stroke, the first accelerator pedal opening, the first steering wheel angle, and the first gear. The tire performance curve determination module 1200 is used to determine the tire performance curve for each tire pressure value when several different tire pressure values ​​are preset. The first vehicle speed acquisition module 1300 is used to acquire the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, the tire blowout start stop signal of any of the four wheels is changed from zero to one. The first vehicle speed is the vehicle speed at the current moment. The first data determination module 1400 is used to determine the first maximum lane lateral deviation, the first maximum centroid sideslip angle, and the first maximum yaw rate values ​​based on the tire blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship between the tire blowout function activation / deactivation signal value and the tire performance curves for each tire pressure value when the tire blowout function activation / deactivation signal value is zero and the tire blowout initiation time value is set. The first maximum lane lateral deviation is the maximum lane lateral deviation during the process when the tire blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold value. The first maximum centroid sideslip angle is the maximum centroid sideslip angle during the process when the tire blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold value. The first maximum yaw rate is the maximum yaw rate during the process when the tire blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold value. The tire blowout initiation time is the time length during which the tire blowout initiation abort signal changes from zero to one. The second data determination module 1500 is used to determine the second maximum lane lateral deviation, the second maximum centroid sideslip angle, and the second maximum yaw rate values ​​based on the tire blowout initiation time value, the tire performance curves for each tire pressure value, and their corresponding relationships when the tire blowout function on / off signal value is one. The second maximum lane lateral deviation is the maximum lane lateral deviation during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The second maximum centroid sideslip angle is the maximum centroid sideslip angle during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The second maximum yaw rate is the maximum yaw rate during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first vehicle speed to the second preset vehicle speed threshold. The tire blowout initiation time is the time it takes for the tire blowout initiation abort signal to change from zero to one. The blowout stability test result determination module 1600 is used to determine the blowout stability test result based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate value, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value.

[0062] This system, under no-braking conditions, sets a first basic parameter value; determines the tire performance curve for each of several preset tire pressure values; acquires a first vehicle speed; and when the first vehicle speed reaches a first preset speed threshold, changes the tire blowout initiation / abort signal of any of the four wheels from zero to one; with the blowout function on / off signal value at zero, and with a set correspondence between the blowout initiation time value and the tire performance curve for each tire pressure value, determines the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values ​​based on the blowout initiation time value, the tire performance curve for each tire pressure value, and the corresponding relationship. With the blowout function on / off signal value set to 1, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and their corresponding relationships, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate values ​​are determined. Based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate value, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value, the blowout stability test results are determined. This allows for the simulation of blowout conditions on a test platform, testing the chassis stability under blowout conditions, and improving the accuracy and efficiency of blowout stability testing.

[0063] It should be noted that the system embodiments described above are based on the same inventive concept as the method embodiments described above. Therefore, the relevant content of the method embodiments described above is also applicable to the system embodiments described above, and will not be repeated here.

[0064] Figure 4 A schematic diagram of the hardware structure for the tire blowout stability test provided in an embodiment of this application is shown.

[0065] The tire blowout stability testing equipment may include a processor 301 and a memory 302 storing computer program instructions.

[0066] Specifically, the processor 301 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0067] Memory 302 may include mass storage for data or instructions. For example, and not limitingly, memory 302 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 302 may include removable or non-removable (or fixed) media. Where appropriate, memory 302 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 302 is non-volatile solid-state memory.

[0068] In some embodiments, memory 302 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Thus, generally, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0069] The processor 301 reads and executes computer program instructions stored in the memory 302 to implement any of the tire blowout stability testing methods in the above embodiments.

[0070] In one example, the tire blowout stability testing equipment may also include a communication interface 303 and a bus 310. For example, Figure 4 As shown, the processor 301, memory 302, and communication interface 303 are connected through bus 310 and complete communication with each other.

[0071] The communication interface 303 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0072] Bus 310 includes hardware, software, or both, that couples components of a tire blowout stability testing device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 310 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0073] This tire blowout stability testing equipment can execute the tire blowout stability testing method described in this application embodiment based on a three-dimensional design model, thereby achieving a combination of... Figure 1 and Figure 3 The method and system for testing tire blowout stability are described.

[0074] Furthermore, in conjunction with the tire blowout stability testing methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the tire blowout stability testing methods in the above embodiments.

[0075] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0076] The functional blocks shown in the above block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0077] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0078] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0079] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for testing tire blowout stability, characterized in that, The method for testing tire blowout stability includes: In the absence of braking, a first basic parameter value is set, wherein the first basic parameter value includes the first brake assist system push rod stroke, the first accelerator pedal opening, the first steering wheel angle, and the first gear; Given several different tire pressure values ​​set in advance, determine the tire performance curve for each tire pressure value; Obtain the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, change the tire blowout start stop signal of any of the four wheels from zero to one. Here, the first vehicle speed is the vehicle speed at the current moment. When the blowout function activation / deactivation signal value is zero, and a correspondence is established between the blowout initiation time value and the tire performance curves for each tire pressure value, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and the correspondence, the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate are determined. The first maximum lane lateral deviation is the maximum lane lateral deviation during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to the second preset speed threshold. The first maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to the second preset speed threshold. The first maximum yaw rate is the maximum yaw rate during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to the second preset speed threshold. The blowout initiation time is the time it takes for the blowout initiation abort signal to change from zero to one. When the blowout function on / off signal value is one, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship, the second maximum lane lateral deviation, the second maximum center of gravity sideslip angle, and the second maximum yaw rate are determined. The second maximum lane lateral deviation is the maximum lane lateral deviation during the process where the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum yaw rate is the maximum yaw rate during the process where the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The blowout initiation time is the time it takes for the blowout initiation abort signal to change from zero to one. The tire blowout stability test results are determined based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate.

2. The method for testing tire blowout stability according to claim 1, characterized in that, The determination of the tire blowout stability test results based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate includes: If the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate satisfy the first preset constraint condition, then the tire blowout stability test result meets the preset vehicle handling stability requirements. The expression for the first preset constraint condition is: in, This represents the first maximum lane lateral offset. The first maximum centroid sideslip angle, This is the first maximum yaw rate value. The first preset lane lateral offset threshold, The first preset centroid sideslip angle threshold, The first preset yaw rate threshold, This is the second largest lane lateral offset. The second largest centroid sideslip angle, This is the second maximum yaw rate value.

3. The method for testing tire blowout stability according to claim 2, characterized in that, The method further includes: When braking is applied, a second basic parameter value is set, which includes the second brake assist system push rod travel, the second accelerator pedal opening, the second steering wheel angle, and the second gear. Obtain the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, change the tire blowout start stop signal of any of the four wheels from zero to one. Here, the first vehicle speed is the vehicle speed at the current moment. When the blowout function activation / deactivation signal value is zero, based on the blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship, the third maximum lane lateral deviation, the third maximum center of gravity sideslip angle, and the third maximum yaw rate are determined. The third maximum lane lateral deviation is the maximum lane lateral deviation during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. The third maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. The third maximum yaw rate is the maximum yaw rate during the process where the blowout function activation / deactivation signal value is zero and the vehicle speed decreases from the first speed to zero. When the blowout function on / off signal value is one, based on the blowout initiation time value, the tire performance curve of each tire pressure value and the corresponding relationship, the fourth maximum lane lateral deviation, the fourth maximum center of gravity sideslip angle and the fourth maximum yaw rate value are determined. The fourth maximum lane lateral deviation is the maximum lane lateral deviation when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The fourth maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The fourth maximum yaw rate is the maximum yaw rate value when the blowout function on / off signal value is one and the vehicle speed decreases from the first speed to zero. The tire blowout stability test results are determined based on the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, the third maximum yaw rate, the fourth maximum lane lateral offset, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate.

4. The method for testing tire blowout stability according to claim 3, characterized in that, The determination of the tire blowout stability test results based on the third maximum lane lateral offset, the third maximum center of gravity sideslip angle, the third maximum yaw rate, the fourth maximum lane lateral offset, the fourth maximum center of gravity sideslip angle, and the fourth maximum yaw rate includes: If the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate satisfy the first preset constraint condition, then the tire blowout stability test result meets the preset vehicle handling stability requirements. The expression for the first preset constraint condition is: in, This is the third largest lane lateral offset. The third largest centroid sideslip angle, This is the third maximum yaw rate value. The second preset lane lateral offset threshold. The second preset centroid sideslip angle threshold, The second preset yaw rate threshold, This represents the fourth largest lateral offset. This is the fourth largest centroid sideslip angle. This is the fourth maximum yaw rate value.

5. The method for testing tire blowout stability according to claim 4, characterized in that, The determination of the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate based on the tire blowout initiation time value, the tire performance curve for each tire pressure value, and the corresponding relationship includes: Construct a tire blowout stability test model; Based on the tire blowout initiation time value, the tire performance curves for each tire pressure value and the corresponding relationship, the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, and the first maximum yaw rate value are determined by the tire blowout stability test model.

6. The method for testing tire blowout stability according to claim 5, characterized in that, The tire blowout stability test model includes a chassis domain control unit, a CDC damper actuator unit, a vehicle dynamics unit, a rear wheel steering actuator unit, a driver control unit, and a braking system actuator unit. Based on the tire blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationships, the tire blowout stability test model determines the first maximum lane lateral deviation, the first maximum center of gravity sideslip angle, and the first maximum yaw rate values, including: When performing a blowout stability test based on the blowout start time value, the tire performance curve of each tire pressure value and the corresponding relationship, the target current signal of the CDC damper obtained by the chassis domain control unit is sent to the CDC damper execution unit via CAN communication. The CDC damper actuator receives four wheel center vertical displacements sent by the vehicle dynamics unit and converts these four wheel center vertical displacements into four CDC damper push rod displacements through a pre-set wheel center vertical displacement-CDC damper push rod displacement calibration curve. Differentiate the displacements of the four CDC damper push rods to obtain their velocities. The CDC damper actuator calculates the actual damping forces of the four CDC dampers based on the target current of the CDC damper, the pushrod speed of the CDC damper, and the pre-set external characteristic curve of the CDC damper. These actual damping forces are then sent to the vehicle dynamics unit. The four wheel center vertical displacements include the vertical displacements of the left front wheel center, the right front wheel center, the left rear wheel center, and the right rear wheel center. The four actual damping forces of the CDC dampers include the actual damping forces of the left front CDC damper, the right front CDC damper, the left rear CDC damper, and the right rear CDC damper. When the rear wheel steering actuator receives the target rear wheel steering angle value sent by the chassis domain control unit via CAN communication, the rear wheel steering actuator simulates the fluctuation and delay of the target rear wheel steering angle value to obtain the actual rear wheel steering angle, and sends the actual rear wheel steering angle to the vehicle dynamics unit. The driver control unit sends the stroke of the first brake booster system push rod to the chassis domain control unit and the brake system execution unit via CAN communication. The braking system actuator receives four wheel speeds, a first vehicle speed, a first steering wheel angle, a steering wheel speed, longitudinal acceleration, lateral acceleration, and yaw rate signals from the vehicle dynamics unit. Based on these signals, the actual pressure of the brake wheel cylinders is determined using the preset internal braking assist requirements and preset braking force distribution of the braking system actuator, and this actual pressure is then sent to the vehicle dynamics unit. The first steering wheel angle and the first gear position are then sent to the vehicle dynamics unit via the driver control unit. Based on the first steering wheel angle, the first gear, the actual pressure of the brake wheel cylinder, the actual angle of the rear wheel, and the actual damping force of the four CDC shock absorbers, the vehicle dynamics unit calculates and determines that the tire blowout function activation / deactivation signal value is zero, and that all lane lateral offsets, all center of gravity sideslip angles, and all yaw rate values ​​are generated during the process of the vehicle speed decreasing from the first vehicle speed to the second preset vehicle speed threshold. The maximum lane lateral offset is selected from all lane lateral offsets and is used as the first maximum lane lateral offset; the maximum centroid sideslip angle is selected from all centroid sideslip angles and is used as the first maximum centroid sideslip angle; the maximum yaw rate value is selected from all yaw rate values ​​and is used as the first maximum yaw rate value.

7. The method for testing tire blowout stability according to claim 6, characterized in that, The process of determining the tire performance curve for each of several pre-set different tire pressure values ​​includes: From the preset number of different tire pressure values, all tire pressure values ​​that are greater than or equal to the first preset tire pressure threshold are selected as the first preset tire pressure value set. A performance identification parameter table for each of the first preset tire pressure values ​​in the first preset tire pressure value set was determined using a tire six-component force test bench. Based on the performance identification parameter table for each first preset tire pressure value, the tire performance curve for each first preset tire pressure value is determined through the tire performance curve virtual reproduction function. From the preset set of several different tire pressure values, all tire pressure values ​​that are less than the first preset tire pressure threshold are selected as the second preset tire pressure value set. Based on the tire performance identification method and the linear interpolation method, the tire performance curve of each second preset tire pressure value in the second preset tire pressure value set is automatically identified.

8. A tire blowout stability testing system, characterized in that, The tire blowout stability testing system includes: The first basic parameter value setting module is used to set the first basic parameter value when there is no braking. The first basic parameter value includes the first brake assist system push rod stroke, the first accelerator pedal opening, the first steering wheel angle, and the first gear. The tire performance curve determination module is used to determine the tire performance curve for each of the several different tire pressure values ​​that are preset. The first vehicle speed acquisition module is used to acquire the first vehicle speed. When the first vehicle speed reaches the first preset vehicle speed threshold, the tire blowout start-stop signal of any one of the four wheels is changed from zero to one. The first vehicle speed is the vehicle speed at the current moment. The first data determination module is used to determine, based on the tire blowout initiation time, the tire performance curves for each tire pressure value, and the corresponding relationship between the tire blowout function activation / deactivation signal value and the tire performance curves for each tire pressure value, a first maximum lane lateral deviation, a first maximum center of gravity sideslip angle, and a first maximum yaw rate value when the tire blowout function activation / deactivation signal value is zero and the vehicle speed decreases from a first speed to a second preset speed threshold value; the first maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process of the tire blowout function activation / deactivation signal value decreasing from a first speed to a second preset speed threshold value; the first maximum yaw rate value is the maximum yaw rate during the process of the tire blowout function activation / deactivation signal value decreasing from a first speed to a second preset speed threshold value; and the tire blowout initiation time is the time it takes for the tire blowout initiation abort signal to change from zero to one. The second data determination module is used to determine, based on the tire blowout initiation time value, the tire performance curves for each tire pressure value, and the corresponding relationship, the second maximum lane lateral deviation, the second maximum center of gravity sideslip angle, and the second maximum yaw rate value when the tire blowout function on / off signal value is one. The second maximum lane lateral deviation is the maximum lane lateral deviation during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum center of gravity sideslip angle is the maximum center of gravity sideslip angle during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The second maximum yaw rate is the maximum yaw rate during the process where the tire blowout function on / off signal value is one and the vehicle speed decreases from the first speed to the second preset speed threshold. The tire blowout initiation time is the time it takes for the tire blowout initiation abort signal to change from zero to one. The tire blowout stability test result determination module is used to determine the tire blowout stability test result based on the first maximum lane lateral offset, the first maximum center of gravity sideslip angle, the first maximum yaw rate, the second maximum lane lateral offset, the second maximum center of gravity sideslip angle, and the second maximum yaw rate.

9. A tire blowout stability testing device, characterized in that, It includes at least one control processor and a memory for communicatively connecting to the at least one control processor; the memory stores instructions executable by the at least one control processor, which, when executed by the at least one control processor, enable the at least one control processor to perform a tire blowout stability test method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions for causing a computer to perform a tire blowout stability test method as described in any one of claims 1 to 7.

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