A method, apparatus, system and storage medium for rollover prevention after tire blowout

Abstract

This application discloses a method, apparatus, system, and storage medium for preventing rollover after a tire blowout. The method includes: monitoring tire pressure changes in real time using high-dynamic tire pressure monitoring units deployed on each wheel to identify a tire blowout event; in response to identifying a blowout, calculating and evaluating the vehicle's current stability margin based on the vehicle's real-time dynamic state information to predict its instability trend; generating corresponding coordinated control commands based on the stability margin evaluation results and the number and type of multiple existing execution systems on the vehicle; and issuing the coordinated control commands to the corresponding execution systems to apply corrective torques to the vehicle and adjust its attitude. This solution reduces vehicle development costs while optimizing rollover prevention.

Description

Technical Field

[0001] This application relates to the field of active safety technology for automobiles, and in particular to a method, device, system and storage medium for preventing rollover after a tire blowout. Background Technology

[0002] A tire blowout during vehicle operation is an extremely dangerous situation, especially at high speeds. A blowout can cause the vehicle to lose stability instantly, resulting in sharp yaw and tilting, potentially leading to a rollover. Current technologies often rely on safety components built into the wheel hub for protection and control. This not only increases vehicle development costs but also lacks coordination between the vehicle's multiple control systems, resulting in ineffective rollover prevention.

[0003] Therefore, how to provide a method to prevent rollover after a tire blowout, while reducing vehicle development costs and optimizing the rollover prevention effect, has become an urgent technical problem to be solved. Summary of the Invention

[0004] This application provides a method, apparatus, system, and storage medium for preventing rollover after a tire blowout, which can optimize the rollover prevention effect while reducing vehicle development costs.

[0005] This application provides a method for preventing rollover after a tire blowout, including: By deploying high-dynamic tire pressure monitoring units on each wheel, tire pressure changes are monitored in real time to identify tire blowout events. In response to the detection of a tire blowout, the vehicle's current stability margin is calculated and evaluated based on the vehicle's real-time dynamic status information to predict its instability trend. Based on the evaluation results of the stability margin and the number and type of multiple existing execution systems on the vehicle, corresponding cooperative control commands are generated; The coordinated control command is sent to the corresponding execution system so that the execution system can apply a corrective torque to the vehicle and adjust the vehicle's attitude.

[0006] The beneficial effects of this application are as follows: By monitoring tire pressure changes through a high-dynamic tire pressure monitoring unit, the control efficiency for rollover prevention is improved, and the rollover prevention control effect is optimized. Furthermore, after a tire blowout event is confirmed, the vehicle's stability margin is assessed based on real-time dynamic status information. Based on this stability margin, coordinated control commands are generated using the vehicle's existing multiple execution systems, eliminating the need for additional large-scale hardware. This not only reduces development and deployment costs but also improves the vehicle's coordinated control effect. In summary, this solution reduces vehicle development costs while optimizing rollover prevention performance.

[0007] In one embodiment, the real-time monitoring of tire pressure changes by a high-dynamic tire pressure monitoring unit deployed on each wheel to identify tire blowout events includes: Monitor the rate of change in tire pressure; when the rate of change exceeds a first threshold, a tire blowout event is preliminarily determined. After initially determining that a tire blowout has occurred, a comprehensive confirmation is made by combining at least one additional piece of information obtained from the same high dynamic tire pressure monitoring unit or vehicle dynamic sensor group.

[0008] The beneficial effect of this embodiment is that, through the dual judgment mechanism of tire pressure change rate and multi-information comprehensive confirmation, it effectively distinguishes between tire blowout and air leakage, thereby improving the recognition rate of tire blowout events.

[0009] In one embodiment, the coordinated control instruction is a hierarchical control instruction, including: When the assessment result is mild instability, braking is applied to the wheel at the diagonal position of the tire identified as having blown out, and at the same time, a reverse auxiliary steering torque is provided through the electronic power steering system. When the assessment result is moderate instability, the engine drive torque is further reduced based on the implementation of the control measures corresponding to mild instability. When the assessment result is severe instability, the braking system, steering system and power system on the vehicle are coordinated to implement the maximum degree of joint intervention to stabilize the vehicle.

[0010] In one embodiment, the method further includes: After the coordinated control command is executed, the vehicle's actual response is continuously acquired through the vehicle dynamic sensor group; The actual response is compared with the response target predicted by the integrated controller when generating control commands; Based on the comparison results, the parameters of subsequent control commands can be dynamically adjusted online or the control strategy can be changed.

[0011] In one embodiment, generating corresponding cooperative control commands based on the stability margin assessment results and the number and type of multiple existing actuators on the vehicle includes: Using the real-time dynamic status information of the vehicle as the current status, predict the trend of vehicle status change within a preset time period in the future. Online rolling optimization is performed with the goal of minimizing vehicle instability or returning the vehicle to the desired driving trajectory. The optimal integrated control quantity for each available execution system is solved and encapsulated as a cooperative control command for issuance.

[0012] In one embodiment, the method further includes: After confirming a tire blowout, a warning message containing the vehicle's real-time status and location information is broadcast to the surrounding area via the vehicle's onboard communication equipment.

[0013] In one embodiment, the method further includes: When the high dynamic tire pressure monitoring unit fails, the system switches to sensor degradation mode. In sensor degradation mode, the system intervenes in vehicle stability based on data from other remaining sensors in the vehicle and employs a simplified control strategy.

[0014] This application also provides a device for preventing rollover after a tire blowout, comprising: The monitoring module is used to monitor tire pressure changes in real time through high-dynamic tire pressure monitoring units deployed on each wheel to identify tire blowout events; The calculation module is used to calculate and evaluate the vehicle's current stability margin based on the vehicle's real-time dynamic status information in response to the identification of a tire blowout, so as to predict its instability trend. The generation module is used to generate corresponding cooperative control instructions based on the evaluation results of the stability margin and the number and type of multiple existing execution systems on the vehicle. The sending module is used to send the coordinated control commands to the corresponding execution systems so that each execution system can apply a corrective torque to the vehicle and adjust the vehicle's attitude.

[0015] In one embodiment, the monitoring module includes: The monitoring submodule is used to monitor the rate of change of tire pressure. When the rate of change exceeds a first threshold, it is initially determined that a tire blowout event has occurred. The confirmation submodule is used to comprehensively confirm, after initially determining that a tire blowout event has occurred, by combining at least one additional piece of information obtained from the same high dynamic tire pressure monitoring unit or vehicle dynamic sensor group.

[0016] In one embodiment, the coordinated control instruction is a hierarchical control instruction, including: When the assessment result is mild instability, braking is applied to the wheel at the diagonal position of the tire identified as having blown out, and at the same time, a reverse auxiliary steering torque is provided through the electronic power steering system. When the assessment result is moderate instability, the engine drive torque is further reduced based on the implementation of the control measures corresponding to mild instability. When the assessment result is severe instability, the braking system, steering system and power system on the vehicle are coordinated to implement the maximum degree of joint intervention to stabilize the vehicle.

[0017] In one embodiment, the apparatus further includes: The acquisition module is used to continuously acquire the actual response of the vehicle through the vehicle dynamic sensor group after the coordinated control command is executed; The comparison module is used to compare the actual response with the response target predicted by the integrated controller when generating control commands; The adjustment module is used to dynamically adjust the parameters of subsequent control commands or change the control strategy online based on the comparison results.

[0018] In one embodiment, the generation module includes: The prediction submodule is used to take the real-time dynamic status information of the vehicle as the current status and predict the trend of the vehicle's status change within a preset time period in the future. The solution submodule is used to perform online rolling optimization with the goal of minimizing vehicle instability or returning the vehicle to the desired driving trajectory. It solves for the optimal integrated control quantity for each available execution system and encapsulates it into a cooperative control command for issuance.

[0019] In one embodiment, the apparatus further includes: The broadcast module is used to broadcast a warning message containing the vehicle's real-time status and location information to the surrounding area via the vehicle's onboard communication equipment after a tire blowout is confirmed.

[0020] In one embodiment, the apparatus further includes: The switching module is used to switch the system to sensor degradation mode when the high dynamic tire pressure monitoring unit fails. In sensor degradation mode, the system intervenes in vehicle stability based on data from other remaining sensors in the vehicle and adopts a simplified control strategy.

[0021] This application also provides a system for preventing rollover after a tire blowout, including: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to implement the method for preventing rollover after a tire blowout as described in any of the above embodiments.

[0022] This application also provides a computer-readable storage medium, which, when the instructions in the storage medium are executed by the processor corresponding to the system for preventing rollover after a tire blowout, enables the system for preventing rollover after a tire blowout to implement the method for preventing rollover after a tire blowout as described in any of the above embodiments.

[0023] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0024] The technical solution of this application will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0025] The accompanying drawings are provided to further illustrate the present application and form part of the specification. They are used together with the embodiments of the present application to explain the application and do not constitute a limitation thereof. In the drawings: Figure 1 This is a flowchart of a method for preventing rollover after a tire blowout according to one embodiment of this application; Figure 2 This is a flowchart illustrating the signal transmission process in one embodiment of this application; Figure 3 This is a schematic diagram of a device for preventing rollover after a tire blowout according to one embodiment of this application; Figure 4 This is a schematic diagram of the hardware structure of a system for preventing rollover after a tire blowout, according to one embodiment of this application. Detailed Implementation

[0026] The preferred embodiments of this application are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit this application.

[0027] Figure 1 This is a flowchart of a method for preventing rollover after a tire blowout according to one embodiment of this application, as follows: Figure 1 As shown, the method can be implemented as follows: S101-S104: In step S101, tire pressure changes are monitored in real time by high dynamic tire pressure monitoring units deployed on each wheel to identify tire blowout events; In step S102, in response to identifying a tire blowout, the vehicle’s current stability margin is calculated and evaluated based on the vehicle’s real-time dynamic state information in order to predict its instability trend. In step S103, based on the evaluation results of the stability margin and the number and type of the multiple execution systems already on the vehicle, corresponding cooperative control commands are generated. In step S104, the coordinated control command is sent to the corresponding execution system so that the vehicle can be adjusted by applying a corrective torque through each execution system.

[0028] In this application, a high-dynamic tire pressure monitoring unit deployed on each wheel monitors tire pressure changes in real time to identify tire blowout events. Specifically, the high-dynamic tire pressure monitoring unit has a sampling frequency ≥1kHz. Before monitoring, the raw sensor data is filtered, calibrated, and time-aligned to eliminate noise interference and transmission delay. For example, for the high-frequency fluctuating signals collected by the tire pressure sensor, a Kalman filter algorithm is used to filter out interference such as road bumps and sensor noise, ensuring smooth and reliable data. Simultaneously, the tire pressure value is calibrated for temperature compensation based on tire temperature sensor data to avoid tire pressure measurement errors caused by temperature changes. Timestamp alignment technology unifies data from different sensors to the same time base, eliminating time differences caused by transmission delays.

[0029] The system monitors the rate of change of tire pressure in real time. When the rate of change exceeds a first threshold (e.g., -50 kPa / ms), a tire blowout event is initially determined. This is then confirmed by combining at least one additional piece of information obtained from the same high-dynamic tire pressure monitoring unit or vehicle dynamic sensor group. In one embodiment, tire temperature and radial acceleration information collected by the same high-dynamic tire pressure monitoring unit are combined. When the tire temperature suddenly rises and the radial acceleration fluctuates drastically, a tire blowout event is confirmed. Alternatively, wheel speed sensor data from the vehicle dynamic sensor group is combined. When the wheel speed of a certain wheel suddenly changes abnormally, a tire blowout event is confirmed. In another embodiment, the high-dynamic tire pressure monitoring unit integrates a pressure sensor, a temperature sensor, and a radial acceleration sensor. During comprehensive confirmation, the system verifies whether the rate of change of the blown tire's temperature (reflecting the instantaneous intense frictional heat generated by the tire) and the radial vibration spectrum characteristics (reflecting the unique high-frequency vibration mode of instantaneous tire structural failure) exceed a second threshold. The verification of the radial vibration spectrum characteristics is based on the signal collected by the radial acceleration sensor, extracting the amplitude or energy of a specific frequency range, and comparing it with a preset blowout vibration characteristic spectrum. By fusing information from pressure, temperature, and vibration, the risk of false alarms caused by sudden abnormal readings of pressure sensors due to a single road impact (such as going over a speed bump or hitting a stone) is greatly reduced. In another embodiment, a dual determination mechanism using a pressure change rate threshold and tire stiffness characteristic recognition accurately distinguishes between tire blowouts and normal slow leaks. During a blowout, tire pressure drops sharply in a very short time, and tire stiffness changes abruptly; while during a normal slow leak, tire pressure drops slowly, and tire stiffness changes less. By recognizing these characteristics, the two situations can be accurately distinguished. When the tire pressure change rate exceeds a third threshold and the stiffness change rate exceeds a fourth threshold, a blowout event is determined. Since tire stiffness cannot be directly measured but can be indirectly estimated through the tire's dynamic response, it is estimated in real time using the relationship between radial acceleration sensor data and the tire's vertical load.

[0030]

[0031] in, The tire radial stiffness estimated at time t; The vertical force acting on the tire at time t can be estimated by combining the vehicle's center of gravity acceleration, pitch / roll angle, and suspension system data with the vehicle dynamics model. This is the static rolling radius of the tire under the rated load; The wheel hop dynamic rolling radius estimated at time t can be obtained from the vehicle's longitudinal velocity. Angular velocity measured by the wheel speed sensor of the tire that burst Make an estimate: = / .

[0032] In response to a tire blowout detection, the system calculates and assesses the vehicle's current stability margin based on real-time dynamic state information to predict its instability trend. Specifically, tire force margin estimation technology is used to calculate the force margin of each tire in real time to predict vehicle instability trends. For example, by establishing a tire dynamics model and combining it with real-time dynamic state information of the vehicle (such as vehicle speed, yaw rate, lateral acceleration, etc.), the longitudinal force, lateral force, and vertical force of each tire are calculated, thereby calculating the force margin of each tire. When the force margin of a certain tire approaches or exceeds a critical value, it is predicted that the vehicle may experience instability.

[0033] In one embodiment, stability margin can be obtained through tire force margin. Tire force margin indicates how much additional force the tire can provide to prevent slippage under current operating conditions. The maximum grip force that each tire can provide is limited by a friction ellipse model:

[0034] in, This is the actual longitudinal force of the tire; This is the actual lateral force of the tire; For the current vertical load The maximum longitudinal force that the next jump can provide, ; For the current vertical load The maximum longitudinal force that the next jump can provide, ; and These are the longitudinal and lateral friction coefficients, respectively, which are related to road conditions and tire characteristics.

[0035] The tire force margin of the i-th tire at time t can be calculated using the following formula.

[0036] in, Let represent the tire force margin of the i-th tire at time t. The closer the value is to 1, the greater the tire's adhesion potential and the more stable the vehicle. The closer the value is to 0, the closer the tire is to its adhesion limit and the higher the risk of instability. and These are the actual longitudinal force and lateral force of the i-th tire, respectively.

[0037] Finally, the minimum tire force margin is taken as the vehicle's stability margin. Based on the stability margin, the corresponding evaluation result can be determined, for example, mild instability (stability margin > 0.2), moderate instability (stability margin between 0.1 and 0.2), and severe instability (stability margin < 0.1).

[0038] Based on the stability margin assessment results and the number and type of existing actuators on the vehicle, corresponding cooperative control commands are generated. Specifically, the real-time dynamic state information of the vehicle is used as the current state, and the trend of vehicle state change within a preset time period (e.g., 0.5-1.0 seconds) is predicted. A model predictive control (MPC) algorithm is used to calculate the optimal correction torque and control commands, which are then distributed to each actuator. For example, online rolling optimization is performed with the goal of minimizing vehicle instability or returning the vehicle to the desired driving trajectory to solve for the optimal integrated control quantity for each available actuator, and this is encapsulated as a cooperative control command for issuance. For example, assuming the vehicle is currently in a state of slight instability, the MPC algorithm predicts the trend of the vehicle's state change within the next 0.5 seconds based on the vehicle's real-time dynamic state information. Then, with the goal of minimizing the degree of vehicle instability, it solves for the optimal integrated control quantities for the Electronic Stability Control (ESC), Electronic Power Steering (EPS), and Engine Management System. This might include applying a certain braking force to the wheel diagonally opposite the blown tire, providing a counter-steering torque through the electronic power steering system, and appropriately reducing the engine's drive torque. Finally, these control quantities are encapsulated into cooperative control commands and sent to the corresponding execution systems. Alternatively, the optimization process can also use minimizing the vehicle's yaw rate error and center of gravity sideslip angle as objective functions, with constraints such as the force margin of each tire not being lower than a safety threshold and the output of each actuator being within physical limits.

[0039] Furthermore, the coordinated control command can be a tiered control command: when the assessment result is mild instability (stability margin > 0.2), braking is applied to the wheel diagonally opposite the identified blowout tire, and a counter-steering torque is simultaneously provided through the electronic power steering system; when the assessment result is moderate instability (stability margin between 0.1 and 0.2), the engine's drive torque is further reduced based on the mild instability control; when the assessment result is severe instability (stability margin < 0.1), the braking system, steering system, and power system on the vehicle are coordinated to implement maximum joint intervention to stabilize the vehicle. For example, when the vehicle is in a severe instability state, in addition to applying greater braking force to the wheel diagonally opposite the blowout tire, providing a counter-steering torque through the electronic power steering system, and significantly reducing the engine's drive torque, the braking system can also be coordinated to apply appropriate braking to other wheels to further stabilize the vehicle's attitude.

[0040] The coordinated control commands are sent to the corresponding execution systems, which then apply corrective torques to the vehicle to adjust its attitude. For example, the coordinated control commands are sent to the Electronic Stability Control (ESC) system, which applies braking force to the corresponding wheels; to the Electronic Power Steering (EPS) system, which provides counter-steering torque; and to the Engine Management System, which reduces the engine's drive torque. All the execution systems work together to apply corrective torques to the vehicle, adjust its attitude, and restore stable driving.

[0041] This application can also achieve fault self-diagnosis and redundant control by continuously monitoring the working status of each component of the system. After the coordinated control command is executed, the actual response of the vehicle is continuously acquired through the vehicle dynamic sensor group; the actual response is compared with the response target predicted by the integrated controller when generating the control command; based on the comparison result, the parameters of subsequent control commands are dynamically adjusted online or the control strategy is changed. For example, through the built-in fault diagnosis algorithm, the working status of each component such as the high dynamic tire pressure monitoring unit, sensor group, integrated controller, and execution system is monitored in real time. When a fault is detected in a component, a fault alarm is issued in a timely manner, and the system automatically switches to the redundant control mode. For example, when the high dynamic tire pressure monitoring unit fails, the system can switch to the redundant control mode based on data from other remaining vehicle sensors (such as wheel speed sensors, acceleration sensors, etc.) for tire blowout identification and stability assessment. After the coordinated control command is executed, the vehicle's actual response is continuously acquired through the vehicle dynamic sensor group, such as the vehicle's yaw rate, lateral acceleration, and vehicle speed. These actual responses are compared with the response targets predicted by the integrated controller when generating control commands, and the error between the actual response and the predicted response is calculated. Based on the magnitude and trend of the error, the parameters of subsequent control commands are dynamically adjusted online, such as adjusting the magnitude of braking force, steering assist torque, and the reduction of engine drive torque, or changing the control strategy, such as switching from a mild instability control strategy to a moderate instability control strategy, to ensure that the vehicle always maintains stable driving.

[0042] In this application, after confirming a tire blowout, a warning message containing the vehicle's real-time status and location information can be broadcast to the surrounding area via an onboard V2X communication device. For example, once the system confirms a tire blowout, it immediately broadcasts a warning message containing the vehicle's real-time location, speed, direction of travel, and blowout location to surrounding vehicles and road infrastructure via the onboard V2X communication device, reminding surrounding vehicles to avoid the area in time and prevent secondary accidents. Furthermore, the broadcast of the warning message can also be based on vehicle-to-everything (V2X) communication, sending the vehicle's expected instability zone or recommended avoidance path to surrounding vehicles and roadside units; the generation frequency and transmission power of the warning message are dynamically adjusted according to the stability margin assessment level.

[0043] In this application, when the high dynamic tire pressure monitoring unit fails, the system switches to a sensor degradation mode. In this mode, based on data from other remaining vehicle sensors, a simplified control strategy is employed to intervene in vehicle stability. For example, when the high dynamic tire pressure monitoring unit fails, the system can indirectly determine whether a tire blowout has occurred by analyzing abnormal changes in wheel speed, lateral acceleration, and steering angle, based on data from the vehicle's remaining sensors such as wheel speed sensors, acceleration sensors, and steering angle sensors. After identifying a blowout, a simplified control strategy is employed, such as applying braking force to the corresponding wheels solely through the Electronic Stability Control (ESC) system, or providing counter-steering torque solely through the Electronic Power Steering (EPS) system, to intervene in vehicle stability and ensure the vehicle can stop safely.

[0044] The beneficial effects of this application are as follows: By monitoring tire pressure changes through a high-dynamic tire pressure monitoring unit, the control efficiency for rollover prevention is improved, and the rollover prevention control effect is optimized. Furthermore, after a tire blowout event is confirmed, the vehicle's stability margin is assessed based on real-time dynamic status information. Based on this stability margin, coordinated control commands are generated using the vehicle's existing multiple execution systems, eliminating the need for additional large-scale hardware. This not only reduces development and deployment costs but also improves the vehicle's coordinated control effect. In summary, this solution reduces vehicle development costs while optimizing rollover prevention performance.

[0045] In one embodiment, step S101 above can be implemented as steps A1-A2 as follows: In step A1, the rate of change of tire pressure is monitored. When the rate of change exceeds a first threshold, a tire blowout event is preliminarily determined. In step A2, after initially determining that a tire blowout has occurred, a comprehensive confirmation is made by combining at least one additional piece of information obtained from the same high dynamic tire pressure monitoring unit or vehicle dynamic sensor group.

[0046] The beneficial effect of this embodiment is that, through the dual judgment mechanism of tire pressure change rate and multi-information comprehensive confirmation, it effectively distinguishes between tire blowout and normal air leakage, thereby improving the recognition rate of tire blowout events.

[0047] In one embodiment, the coordinated control instruction is a hierarchical control instruction, and the determination process can be implemented as follows: steps B1-B3: In step B1, when the assessment result is mild instability, braking is applied to the wheel at the diagonal position of the tire identified as having blown out, and at the same time, a reverse auxiliary steering torque is provided through the electronic power steering system. In step B2, when the evaluation result is moderate instability, the engine drive torque is further reduced based on the implementation of the mild instability corresponding control. In step B3, when the assessment result is severe instability, the braking system, steering system and power system on the vehicle are coordinated to implement the maximum degree of joint intervention to stabilize the vehicle.

[0048] In one embodiment, the method may also be implemented as steps C1-C3: In step C1, after the coordinated control command is executed, the actual response of the vehicle is continuously acquired through the vehicle dynamic sensor group; In step C2, the actual response is compared with the response target predicted by the integrated controller when generating control commands; In step C3, the parameters of subsequent control commands are dynamically adjusted or the control strategy is changed online based on the comparison results.

[0049] In one embodiment, step S103 above can be implemented as steps D1-D2 as follows: In step D1, the real-time dynamic status information of the vehicle is used as the current status, and the trend of vehicle status change within a preset time period is predicted. In step D2, online rolling optimization is performed with the goal of minimizing vehicle instability or returning the vehicle to the desired driving trajectory. The optimal integrated control quantity for each available execution system is solved and encapsulated as a cooperative control command for issuance.

[0050] In one embodiment, the method may also be implemented as follows: After confirming a tire blowout, a warning message containing the vehicle's real-time status and location information is broadcast to the surrounding area via the vehicle's onboard communication equipment.

[0051] In one embodiment, the method may also be implemented as follows: When the high dynamic tire pressure monitoring unit fails, the system switches to sensor degradation mode. In sensor degradation mode, the system intervenes in vehicle stability based on data from other remaining sensors in the vehicle and employs a simplified control strategy.

[0052] In one embodiment, the solution provided in this application employs the following hardware architecture: ① High Dynamic Tire Pressure Monitoring Unit: Employs an integrated tire pressure sensor (TPMS sensor, such as the Infineon SP400). This sensor not only monitors tire pressure but also integrates a radial acceleration sensor and a temperature sensor, with a sampling frequency of up to 1kHz, enabling it to capture the sudden pressure drop characteristics at the moment of a tire blowout. The sensor's built-in FSK radio frequency transmitter operates in the 433.92MHz band, and PLL phase-locked loop technology ensures the stability of signal transmission.

[0053] ② Multi-source vehicle dynamic sensor group: including gyroscope (detecting yaw rate and roll rate), longitudinal / lateral acceleration sensor, steering angle sensor and wheel speed sensor, etc., to provide the system with comprehensive vehicle status information.

[0054] ③ High-frequency receiving and signal processing unit: It adopts a high-performance radio frequency receiving chip (such as Huapu Microelectronics RFM219B), which has a high sensitivity of -120dBm and a 64-byte receiving FIFO buffer. It supports OOK and (G)FSK demodulation modes to ensure reliable reception of tire pressure signals in complex electromagnetic environments.

[0055] ④ Integrated main controller: Based on an enhanced microprocessor (such as the Chipone Technology SH79F3283P), it integrates an LCD driver and multiple CAN bus interfaces, and is responsible for running the core algorithm for preventing tire blowout and rollover, including functions such as signal fusion, tire blowout identification, stability assessment and control quantity calculation. ⑤ Actuator system: including ESC electronic stability control system (equipped with 12 solenoid valves and piston pump), EPS electronic power steering system and engine management system, etc., responsible for executing stability control commands issued by the integrated controller.

[0056] ⑥ Vehicle-to-Everything (V2X) communication module: Based on V2X technology, it enables vehicles to broadcast early warning information to surrounding vehicles and traffic infrastructure when a tire blowout occurs, thus achieving collaborative protection.

[0057] Table 1: Key Parameters of Sensor Module

[0058] Figure 2 This is a flowchart of signal transmission in one embodiment of this application, such as... Figure 2 As shown, the Tire Pressure Monitoring System (TPMS sensor) serves as the data source, responsible for collecting tire pressure, temperature, and other status information; it is the sensing end of the entire system. The high-frequency receiving unit receives the radio frequency (RF) signal from the TPMS sensor, demodulates and processes the signal, and then forwards the data to downstream modules via the CAN FD bus. The Advanced Driver Assistance System (ADAS) or other actuators receive the processed tire pressure data and, combined with their own functions (such as lane keeping assist and emergency braking), make corresponding driving assistance decisions or execute actions. The TPMS sensor collects data every 50ms; when it detects abnormal tire pressure or other emergencies, it triggers an emergency data report within 100ms. The RF signal transmits at the speed of light, making the transmission time negligible; the CAN FD bus has a baud rate of 19200bps, with data reception and processing taking approximately 7ms, resulting in extremely low latency throughout the transmission link. The high-frequency receiving unit's single-stage data processing is estimated to take 10ms, and the processing module's scheduling time is also estimated at 10ms. The overall processing flow is highly efficient and meets real-time requirements. Figure 2 As shown, by monitoring tire pressure data in real time and quickly transmitting it to the ADAS system, the driver assistance function can be triggered in time when the tire is abnormal, improving driving safety. Especially in emergency scenarios such as tire blowout, it can buy valuable time for safe vehicle control.

[0059] The deployment methods of each hardware unit in this application are as follows: The high dynamic tire pressure monitoring unit is installed inside the valve stem of each wheel or inside the wheel hub and is powered by an internal battery (such as CR1632). The tire pressure and temperature data collected by the sensor are digitally encoded and FSK modulated, and then periodically transmitted via a 433.92MHz radio frequency signal (once per second under normal conditions, increasing to 100 times per second when an abnormal pressure is detected). The high-frequency receiving unit is located in the center of the vehicle chassis and is equipped with an omnidirectional antenna to ensure reliable reception of signals from each tire. After amplifying, demodulating, and decoding the signals, the receiving module transmits the data to the integrated main controller via the CAN bus.

[0060] The integrated main controller, acting as the "brain" of the system, can be embedded in the vehicle's existing ADAS domain controller, making full use of the vehicle's existing sensor network (such as ESC system sensors). The controller integrates various software functional modules through the AutoSAR architecture, providing standardized application programming interfaces (APIs) for easy interaction with other vehicle systems. The actuators utilize the vehicle's existing ESC, EPS, and engine management systems, eliminating the need for additional large actuators and reducing system cost and complexity. The integrated controller sends control commands to the actuators via high-bandwidth buses such as FlexRay or CAN FD, ensuring real-time and reliable command transmission. During the control process, the system first identifies tire blowouts: it monitors the pressure change rate (ΔP / Δt) of all four tires in real time. When the pressure change rate of a tire exceeds a first threshold (e.g., -50 kPa / ms), it is preliminarily identified as a suspected blowout. To further reduce the risk of false alarms, the system simultaneously checks tire temperature and radial acceleration information to confirm whether blowout characteristics are present (e.g., sudden temperature rise, increased vibration). When multiple indicators are abnormal simultaneously, the system confirms a blowout event and immediately enters emergency response mode. Next, a stability assessment phase is conducted: after confirming a blowout, the system quickly collects vehicle state parameters such as current vehicle speed, yaw rate, lateral acceleration, and steering angle. Based on tire force margin estimation technology, it calculates the longitudinal and lateral force margins of each tire in real time, predicting the vehicle's stability boundary within the next 0.5-1.0 seconds. Simultaneously, the system estimates the sudden change in rolling resistance and lateral stiffness decay of the blown tire, providing a basis for control strategy formulation. Then, the active control phase begins: based on the stability assessment results, the system adopts a tiered control strategy. Mild instability (stability margin > 0.2): Primarily counteracts the yaw moment caused by a tire blowout through differential braking and minor steering compensation. The ESC system applies gentle braking (braking force < 200N) to the wheel diagonally opposite the blowout, while the EPS system provides counter-directional auxiliary torque (e.g., providing rightward auxiliary steering force in the event of a left front tire blowout) to counteract the tendency to veer. Moderate instability (stability margin 0.1-0.2): In addition to differential braking and steering compensation, engine torque intervention is added to moderately reduce drive torque and smooth vehicle speed changes. Simultaneously, the system uses a Model Predictive Control (MPC) algorithm to calculate the optimal integrated control quantity and coordinate the actions of each actuator. Severe instability (stability margin < 0.1): Full system coordinated control is activated, including strong differential braking (braking force > 500N), maximum steering assist, and engine torque reduction. Specific functions of the vehicle stability system (e.g., HBA hydraulic brake assist) are also activated to provide the maximum possible stability control. In this mode, the system also triggers warning signals (e.g., hazard lights) to alert surrounding vehicles to take evasive action. Finally, the system enters the control effectiveness evaluation and adjustment phase: After executing control commands, the system continuously monitors changes in vehicle status and evaluates the control effectiveness through a closed-loop feedback mechanism. If vehicle stability does not meet expectations, the system will adjust control parameters or switch control strategies until the vehicle returns to stability. Simultaneously, the system records data from the entire tire blowout process (including sensor readings, control commands, and vehicle responses) for post-exposure analysis and algorithm optimization.

[0061] To ensure system reliability, this embodiment is designed with a multi-mode operation mechanism: In normal mode, the system monitors and periodically checks the operational status of each component, but does not actively intervene in vehicle operation. In active mode, when a tire blowout is detected, the system fully activates and performs stability intervention according to the control process described above. In degraded mode, when some system components fail (such as a tire pressure sensor malfunction), a simplified control algorithm is used to maintain basic functionality based on the remaining available sensors and information sources. Maintenance mode can be used for system debugging and parameter calibration, and is typically used in professional repair shops.

[0062] Figure 3 This is a schematic diagram of a device for preventing rollover after a tire blowout, as described in one embodiment of this application. Figure 3 As shown, it includes: The monitoring module 301 is used to monitor tire pressure changes in real time through high dynamic tire pressure monitoring units deployed on each wheel to identify tire blowout events. The calculation module 302 is used to calculate and evaluate the current stability margin of the vehicle based on the real-time dynamic status information of the vehicle in response to the identification of a tire blowout, so as to predict its instability trend. The generation module 303 is used to generate corresponding cooperative control instructions based on the evaluation results of the stability margin and the number and type of multiple existing execution systems on the vehicle. The issuing module 304 is used to issue the coordinated control command to the corresponding execution system so that the execution system can apply a corrective torque to the vehicle and adjust the vehicle's attitude.

[0063] In one embodiment, the monitoring module includes: The monitoring submodule is used to monitor the rate of change of tire pressure. When the rate of change exceeds a first threshold, it is initially determined that a tire blowout event has occurred. The confirmation submodule is used to comprehensively confirm, after initially determining that a tire blowout event has occurred, by combining at least one additional piece of information obtained from the same high dynamic tire pressure monitoring unit or vehicle dynamic sensor group.

[0064] In one embodiment, the coordinated control instruction is a hierarchical control instruction, including: When the assessment result is mild instability, braking is applied to the wheel at the diagonal position of the tire identified as having blown out, and at the same time, a reverse auxiliary steering torque is provided through the electronic power steering system. When the assessment result is moderate instability, the engine drive torque is further reduced based on the implementation of the control measures corresponding to mild instability. When the assessment result is severe instability, the braking system, steering system and power system on the vehicle are coordinated to implement the maximum degree of joint intervention to stabilize the vehicle.

[0065] In one embodiment, the apparatus further includes: The acquisition module is used to continuously acquire the actual response of the vehicle through the vehicle dynamic sensor group after the coordinated control command is executed; The comparison module is used to compare the actual response with the response target predicted by the integrated controller when generating control commands; The adjustment module is used to dynamically adjust the parameters of subsequent control commands or change the control strategy online based on the comparison results.

[0066] In one embodiment, the generation module includes: The prediction submodule is used to use the real-time dynamic status information of the vehicle as the current state and predict the trend of vehicle status changes within a preset time period. The solution submodule is used to perform online rolling optimization with the goal of minimizing vehicle instability or returning the vehicle to the desired driving trajectory. It solves for the optimal integrated control quantity for each available execution system and encapsulates it into a cooperative control command for issuance.

[0067] In one embodiment, the apparatus further includes: The broadcast module is used to broadcast a warning message containing the vehicle's real-time status and location information to the surrounding area via the vehicle's onboard communication equipment after a tire blowout is confirmed.

[0068] In one embodiment, the apparatus further includes: The switching module is used to switch the system to sensor degradation mode when the high dynamic tire pressure monitoring unit fails. In sensor degradation mode, the system intervenes in vehicle stability based on data from other remaining sensors in the vehicle and adopts a simplified control strategy.

[0069] Figure 4 This is a schematic diagram of the hardware structure of a system for preventing rollover after a tire blowout, as described in one embodiment of this application. Figure 4 As shown, the system for preventing rollover after a tire blowout includes: At least one processor 420; and, Memory 404 communicatively connected to the at least one processor 420; wherein, The memory 404 stores instructions that can be executed by the at least one processor 420 to implement the method for preventing rollover after a tire blowout as described in any of the above embodiments.

[0070] Reference Figure 4 The system 400 for preventing rollover after a tire blowout may include one or more of the following components: a processing component 402, a memory 404, a power supply component 406, an input / output (I / O) interface 408, a sensor component 410, and a communication component 412.

[0071] Processing component 402 typically controls the overall operation of the anti-rollover system 400 after a tire blowout. Processing component 402 may include one or more processors 420 to execute instructions to complete all or part of the steps of the method described above. Furthermore, processing component 402 may include one or more modules to facilitate interaction between processing component 402 and other components. The processor 420 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0072] Memory 404 is configured to store various types of data to support the operation of the post-blowout rollover prevention system 400. Examples of this data include instructions for any application or method operating on the post-blowout rollover prevention system 400. Memory 404 may be an internal storage unit of the terminal device, such as a hard disk or memory of the terminal device. Memory 404 may also be an external storage device of the terminal device, such as a plug-in hard disk equipped on the terminal device. Memory 404 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Memory 404 is used to store programs and data required by this application. Memory 404 may also be used to temporarily store data that has been output or will be output.

[0073] The power supply assembly 406 provides power to the various components of the post-blowout rollover prevention system 400. The power supply assembly 406 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the post-blowout rollover prevention system 400.

[0074] I / O interface 408 provides an interface between processing component 402 and peripheral interface modules, such as keyboards, click wheels, buttons, etc.

[0075] Sensor assembly 410 includes one or more sensors for providing status assessments of various aspects of the post-blowout rollover prevention system 400. Additionally, sensor assembly 410 can detect the on / off state of the post-blowout rollover prevention system 400, the relative positioning of components, and the operational status of the post-blowout rollover prevention system 400 or a component of the system. In some embodiments, sensor assembly 410 may include an accelerometer, gyroscope, magnetometer, pressure sensor, or temperature sensor, etc.

[0076] Communication component 412 is configured to enable the post-blowout rollover prevention system 400 to communicate with other devices and cloud platforms via wired or wireless means. The post-blowout rollover prevention system 400 can access wireless networks based on communication standards, such as WiFi, 2G, or 3G, or combinations thereof. In one exemplary embodiment, communication component 416 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 416 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0077] In an exemplary embodiment, the system 400 for preventing rollover after a tire blowout may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the method for preventing rollover after a tire blowout as described in any of the above embodiments.

[0078] This application also provides a computer-readable storage medium, which, when the instructions in the storage medium are executed by the processor corresponding to the system for preventing rollover after a tire blowout, enables the system for preventing rollover after a tire blowout to implement the method for preventing rollover after a tire blowout as described in any of the above embodiments.

[0079] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0080] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of 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, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0081] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0082] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0083] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for preventing rollover after a tire blowout, characterized in that, include: By deploying high-dynamic tire pressure monitoring units on each wheel, tire pressure changes are monitored in real time to identify tire blowout events. In response to the detection of a tire blowout, the vehicle's current stability margin is calculated and evaluated based on the vehicle's real-time dynamic status information to predict its instability trend. Based on the evaluation results of the stability margin and the number and type of multiple existing execution systems on the vehicle, corresponding cooperative control commands are generated; The coordinated control command is sent to the corresponding execution system so that the execution system can apply a corrective torque to the vehicle and adjust the vehicle's attitude.

2. The method according to claim 1, characterized in that, The high-dynamic tire pressure monitoring unit deployed on each wheel monitors tire pressure changes in real time to identify tire blowout events, including: Monitor the rate of change in tire pressure; when the rate of change exceeds a first threshold, a tire blowout event is preliminarily determined. After initially determining that a tire blowout has occurred, a comprehensive confirmation is made by combining at least one additional piece of information obtained from the same high dynamic tire pressure monitoring unit or vehicle dynamic sensor group.

3. The method according to claim 1, characterized in that, The coordinated control instructions are hierarchical control instructions, including: When the assessment result is mild instability, braking is applied to the wheel at the diagonal position of the tire identified as having blown out, and at the same time, a reverse auxiliary steering torque is provided through the electronic power steering system. When the assessment result is moderate instability, the engine drive torque is further reduced based on the implementation of the control measures corresponding to mild instability. When the assessment result is severe instability, the braking system, steering system and power system on the vehicle are coordinated to implement the maximum degree of joint intervention to stabilize the vehicle.

4. The method according to claim 1, characterized in that, The method further includes: After the coordinated control command is executed, the vehicle's actual response is continuously acquired through the vehicle dynamic sensor group; The actual response is compared with the response target predicted by the integrated controller when generating control commands; Based on the comparison results, the parameters of subsequent control commands can be dynamically adjusted online or the control strategy can be changed.

5. The method according to claim 1, characterized in that, The step of generating corresponding cooperative control commands based on the stability margin assessment results and the number and type of multiple existing execution systems on the vehicle includes: Using the real-time dynamic status information of the vehicle as the current status, predict the trend of vehicle status change within a preset time period in the future. Online rolling optimization is performed with the goal of minimizing vehicle instability or returning the vehicle to the desired driving trajectory. The optimal integrated control quantity for each available execution system is solved and encapsulated as a cooperative control command for issuance.

6. The method according to claim 1, characterized in that, The method further includes: After confirming a tire blowout, a warning message containing the vehicle's real-time status and location information is broadcast to the surrounding area via the vehicle's onboard communication equipment.

7. The method according to claim 1, characterized in that, The method further includes: When the high dynamic tire pressure monitoring unit fails, the system switches to sensor degradation mode. In sensor degradation mode, the system intervenes in vehicle stability based on data from other remaining sensors in the vehicle and employs a simplified control strategy.

8. A device for preventing rollover after a tire blowout, characterized in that, include: The monitoring module is used to monitor tire pressure changes in real time through high-dynamic tire pressure monitoring units deployed on each wheel to identify tire blowout events; The calculation module is used to calculate and evaluate the vehicle's current stability margin based on the vehicle's real-time dynamic status information in response to the identification of a tire blowout, so as to predict its instability trend. The generation module is used to generate corresponding cooperative control instructions based on the evaluation results of the stability margin and the number and type of multiple existing execution systems on the vehicle. The sending module is used to send the coordinated control commands to the corresponding execution systems so that each execution system can apply a corrective torque to the vehicle and adjust the vehicle's attitude.

9. A system for preventing rollover after a tire blowout, characterized in that, include: At least one processor; as well as, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to implement the method for preventing rollover after a tire blowout as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the processor corresponding to the system for preventing rollover after a tire blowout, the system for preventing rollover after a tire blowout is able to implement the method for preventing rollover after a tire blowout as described in any one of claims 1-7.

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