A vehicle blowout stability control method, system, medium and device

Abstract

This invention provides a method, system, medium, and device for vehicle tire blowout stability control, belonging to the field of vehicle active safety technology. The method acquires tire pressure monitoring signals from all four tires; determines whether a tire has blown out and the corresponding tire position based on the tire pressure monitoring signals; the electronic power steering control system switches to a heavier feel mode; the electronically controlled suspension system raises the suspension height and increases damping; the drive control system limits torque output; the vehicle motion domain control system recognizes driving intentions and performs corresponding braking and / or drive control to reduce instability until the electronic power steering control system detects a yaw control threshold, at which point the vehicle dynamic control system's correction function intervenes. This method offers advantages such as faster response and higher stability, and can be used in conventional non-distributed drive electric vehicles, reducing the risk of driver error and achieving smooth short-distance driving and safe parking.

Description

Technical Field

[0001] This invention relates to the field of active vehicle safety technology, and in particular to a method, system, medium, and device for controlling tire blowout stability in vehicles. Background Technology

[0002] In electric vehicles, with increasing levels of intelligence, many newly released models are equipped with tire blowout stability control (IBS). In the event of a blowout on one or more wheels, the vehicle can prevent instability and stop safely. Currently, there are two main implementation methods: passive feedback control and active anti-blowout control. The former primarily monitors the vehicle's yaw rate and uses differential braking via the IBS system to correct the yaw when significant instability occurs. The latter is mainly used in four-wheel drive vehicles. Tire pressure sensors detect tire blowouts in advance and adjust the drive torque of the target wheel accordingly to maintain vehicle stability. Specific control algorithms designed for blowout conditions, through monitoring and predicting the vehicle's state, adjust the XYZ axes before instability occurs, effectively reducing the risk of vehicle instability.

[0003] One existing solution is based on the traditional Vehicle Dynamics Control (VDC) function. When a tire blowout causes instability (understeer, oversteer), the VDC function is triggered when the instability reaches a certain level, applying intermittent braking to the targeted wheels to correct the vehicle's trajectory. The drawback of this solution is that the intervention time for correction is relatively late. The VDC function is only triggered when significant lateral instability occurs. For high-speed driving or on slippery roads, the late intervention poses a greater risk of vehicle instability.

[0004] Another existing solution is to develop a solution for four-wheel distributed drive electric vehicles. This solution can dynamically adjust the wheel drive force after a tire blowout, thus ensuring vehicle stability. However, this solution has a limited range of applicable vehicle models; it is only suitable for four-wheel distributed drive vehicles. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art, and proposes a method, system, medium and device for vehicle tire blowout stability control.

[0006] In a first aspect, embodiments of the present invention provide a method for controlling vehicle tire blowout stability, comprising the following steps:

[0007] S100: Acquire tire pressure monitoring signals for all four tires;

[0008] S200: Determine whether the tire has blown out and the corresponding tire position based on the tire pressure monitoring signal. If a blowout is found, proceed to step S300; if no blowout is found, return to step S100 to continue monitoring.

[0009] In the S300, the electronic power steering control system switches to a heavy-hand mode; the electronic suspension system raises the suspension height and increases the damping; the drive control system limits torque output; the vehicle motion domain control system recognizes the driver's intention and performs corresponding braking and / or drive control to reduce instability until the electronic power brake control system recognizes that the yaw control threshold has been triggered, at which point the vehicle dynamic control system's correction function intervenes.

[0010] Furthermore, in step S100, four tire pressure monitoring sensors are installed on each wheel to monitor the tire pressure value of the corresponding tire in real time.

[0011] Furthermore, in step S200, the tire pressure change rate is calculated based on the tire pressure value, and the rate of air leakage is identified by the tire pressure change rate, ultimately determining whether a tire blowout has occurred.

[0012] Furthermore, if the tire pressure change rate is less than 0.01 bar / s, it is considered a slow leak; if the tire pressure change rate is in the range of 0.01-0.05 bar / s, it is considered a moderate leak; if the tire pressure change rate is greater than or equal to 0.05 bar / s, it is considered a fast leak; a tire with a fast leak is considered to have blown out.

[0013] Furthermore, in step S300, after a tire blowout, the electronic suspension system actively adjusts the height of the electronic suspension to the highest level and simultaneously adjusts the damping to the maximum.

[0014] Furthermore, in step S300, after a tire blowout, the drive control system limits the torque output to only 50% relative to the original throttle.

[0015] Furthermore, in step S300, the driving intention includes four categories: emergency braking and stopping, emergency acceleration and obstacle avoidance, normal driving and stopping, and extreme driving conditions; extreme driving conditions are divided into three categories: low-friction road surface, split road surface, and sharp curve road.

[0016] Furthermore, if the braking pressure is greater than 60 bar and the time taken to go from 10 bar to 60 bar is less than 0.1 seconds, it is identified as an emergency braking stop condition; if the accelerator pedal opening signal is greater than 50%, it is identified as an emergency acceleration obstacle avoidance condition; if the braking pressure is less than or equal to 60 bar, the accelerator pedal opening signal is less than or equal to 50%, and the steering angle amplitude is less than 90°, it is identified as a normal driving stop condition; if the road surface adhesion coefficient is less than 0.3, it is identified as a low-adhesion road surface; if the road surface adhesion coefficient on one side is less than 0.3 and the road surface adhesion coefficient on the other side is greater than 0.6, it is identified as a split road surface; if the vehicle speed is in the range of 15 km / h-60 km / h and the steering wheel angle is in the range of 90°-180°, it is identified as a sharp curve road.

[0017] Furthermore, for driving intentions identified as emergency braking stops, pressure relief suppression control is implemented via the solenoid valves and hydraulic pumps of the electronic power-assisted braking control system, including:

[0018] S310, Pressurization Stage: Open the inlet valve and close the outlet valve. The motor builds pressure in stages, with the target pressure limited to 70% of the normal value.

[0019] S320, Pressure Holding Stage: Simultaneously close the inlet valve and outlet valve to seal the oil circuit and achieve pressure holding. The pressure holding time is extended from 20ms to 40ms.

[0020] S330, Decompression Stage: After the slip ratio exceeds the slip ratio threshold and lasts for 10ms, the outlet valve is opened and closed briefly with a period of 5ms to achieve short-pulse decompression.

[0021] Furthermore, the slip ratio threshold is dynamically adjusted, and the calculation formula is as follows:

[0022]

[0023] in, The slip ratio threshold; This is the attenuation coefficient, which needs to be calibrated for different vehicles; Real-time tire pressure; This is the standard tire pressure.

[0024] Furthermore, for driving intentions identified as emergency acceleration for obstacle avoidance, drive torque suppression and differential braking control are implemented.

[0025] Furthermore, suppressing the drive torque specifically involves reducing the accelerator pedal opening by 50% to obtain the torque-limited accelerator pedal opening for outputting drive torque.

[0026] Furthermore, for driving intentions identified as normal driving and parking conditions, the actual yaw rate and center of gravity sideslip angle are monitored. When the difference between the actual yaw rate and the target yaw rate exceeds the correction threshold and the center of gravity sideslip angle is within the first deflection angle range, differential braking is used for correction.

[0027] Furthermore, the threshold is set to 5°, and the first deflection angle range is less than 3°.

[0028] Furthermore, for driving intentions identified as extreme driving conditions, the actual yaw rate and center of gravity sideslip angle are monitored. When the difference between the actual yaw rate and the target yaw rate exceeds the moderate instability threshold and the center of gravity sideslip angle is within the second sideslip angle range, the vehicle is judged to be moderately instable, and drive torque suppression and differential braking control are implemented. When the difference between the actual yaw rate and the target yaw rate exceeds the severe instability threshold and the center of gravity sideslip angle is within the third sideslip angle range, the vehicle is judged to be severely instable, and drive force is cut off and all-wheel braking control is implemented.

[0029] Furthermore, the moderate instability threshold is set at 8°, the second deflection angle range is less than 3°-5°, and the suppression drive torque control is performed during moderate instability to limit the torque output to only 30% relative to the original throttle; the severe instability threshold is set at 10°, and the third deflection angle range is greater than 5°.

[0030] Furthermore, the formula for calculating the target yaw moment is as follows:

[0031]

[0032] in, The target yaw moment; The yaw correction factor needs to be calibrated during actual vehicle testing. This is the difference between the actual yaw rate and the target yaw rate. The side slip suppression coefficient needs to be calibrated during real vehicle testing; The sideslip angle, which is the center of gravity, needs to be calibrated during actual vehicle testing. This is the torque to compensate for a tire blowout.

[0033] Furthermore, the steps for differential braking control are as follows:

[0034] S3100, Calculate the required difference in left and right braking forces based on the target yaw moment and wheel track;

[0035] S3200. Based on the location of the tire blowout, determine the diagonally opposite wheel as the corrective braking wheel; for example, if the front tire blows out, use the opposite rear wheel braking, and if the rear tire blows out, use the opposite front wheel braking.

[0036] The S3300 electronic power-assisted braking control system independently controls the pressure increase, pressure holding, and pressure release of the corrective braking wheel, applies the target braking force to make the left and right wheels form the left and right braking force difference, generates a yaw moment opposite to the direction of instability, and corrects the vehicle's driving posture.

[0037] The S3400 system monitors yaw rate and sideslip angle in real time, and performs closed-loop micro-modulation of power until the vehicle returns to stability.

[0038] Furthermore, the yaw control threshold is defined as the difference between the actual yaw rate and the target yaw rate exceeding a threshold value.

[0039] Furthermore, in the event of a tire blowout, the threshold value is set at 15°.

[0040] Furthermore, the formula for calculating the target yaw rate is as follows:

[0041]

[0042] in, The target yaw rate; For vehicle speed; This refers to the wheelbase; For vehicle stability factors; This refers to the steering angle of the front wheels.

[0043] Secondly, embodiments of the present invention provide a vehicle tire blowout stability control system, comprising:

[0044] The acquisition module is used to acquire tire pressure monitoring signals from all four tires.

[0045] The judgment module is used to determine whether a tire has blown out and the corresponding tire position based on the tire pressure monitoring signal;

[0046] The stabilization module is used to switch the electronic power steering control system to a heavy-feel mode; the electronic suspension system raises the suspension height and increases the damping; the drive control system limits the torque output; the vehicle motion domain control system recognizes the driving intention and performs corresponding braking and / or drive control to reduce instability until the electronic power braking control system recognizes that the yaw control threshold has been triggered, at which point the vehicle dynamic control system's correction function intervenes.

[0047] Thirdly, embodiments of the present invention provide an electronic device, including:

[0048] One or more processors;

[0049] Memory, used to store one or more programs;

[0050] When the one or more programs are executed by the one or more processors, the one or more processors perform the method as described above.

[0051] Fourthly, embodiments of the present invention provide a computer-readable medium storing a computer program, which, when executed by a processor, implements the steps of the method described above.

[0052] The present invention provides a vehicle tire blowout stability control method, system, medium, and device, which includes the following steps: S100, acquiring tire pressure monitoring signals from four tires; S200, determining whether a tire has blown out and the corresponding tire position based on the tire pressure monitoring signals; if a blowout is found, proceeding to step S300; if no blowout is found, returning to step S100 for continued monitoring; S300, the electronic power steering control system switches to a heavy-hand mode; the electronic suspension system raises the suspension height and increases damping; the drive control system limits torque output; the vehicle motion domain control system recognizes driving intentions and performs corresponding braking and / or drive control to reduce instability until the electronic power steering control system recognizes the triggering of the yaw control threshold, at which point the vehicle dynamic control system's correction function intervenes; this method can achieve stability control within 0.2 seconds after a tire blowout. Within seconds, the XYZ three-way coordinated control is activated to suppress vehicle instability in advance, offering advantages such as faster response and higher stability, significantly improving safety on high-speed and slippery roads. It is applicable to a wider range of vehicles, breaking the limitation of being only suitable for four-wheel distributed drive electric vehicles, and can be used in conventional non-distributed drive electric vehicles. Through the multi-system linkage of the electronic power steering control system, drive control system, vehicle dynamic control system, and vehicle motion domain control system in a tire blowout mode, it offers advantages such as safer driving and stronger controllability, reducing the risk of driver error and achieving smooth short-distance driving and safe parking. Attached Figure Description

[0053] Figure 1 A schematic flowchart of a vehicle tire blowout stability control method provided in an embodiment of the present invention;

[0054] Figure 2 This is a structural block diagram of a vehicle tire blowout stability control system provided in an embodiment of the present invention;

[0055] Figure 3 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0056] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0057] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0058] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0059] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0060] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0061] Definitions of abbreviations and key terms:

[0062] XYZ coordinated control: controls the vehicle's longitudinal, lateral, and vertical directions; longitudinally, it involves driving and braking; laterally, it involves steering and differential braking; vertically, it involves electronically controlled suspension.

[0063] CDC: Continuously Damped Adjustable Suspension;

[0064] VCU: Drive Control System;

[0065] EPS: Electronic Power Steering Control System;

[0066] IBS: Electronic Power Braking Control System;

[0067] VMC: Vehicle Motion Domain Control System;

[0068] TLC: Tire Blowout Stability Control Module

[0069] ABS: Anti-lock Braking System;

[0070] VDC: Vehicle Dynamics Control System.

[0071] This invention provides a method for controlling vehicle tire blowout stability, see reference. Figure 1 As shown, the method includes the following steps:

[0072] S100: Acquire tire pressure monitoring signals for all four tires.

[0073] In one embodiment, four tire pressure monitoring sensors are installed on each wheel to monitor the tire pressure value of the corresponding tire in real time.

[0074] S200: Determine whether the tire has blown out and the corresponding tire position based on the tire pressure monitoring signal. If a blowout occurs, proceed to step S300; if no blowout occurs, return to step S100 to continue monitoring.

[0075] In one embodiment, the tire pressure change rate is calculated based on the tire pressure value, and the rate of air leakage is identified by the tire pressure change rate, ultimately determining whether a tire blowout has occurred.

[0076] In one embodiment, if the tire pressure change rate is less than 0.01 bar / s, it is considered a slow leak; if the tire pressure change rate is in the range of 0.01-0.05 bar / s, it is considered a moderate leak; if the tire pressure change rate is greater than or equal to 0.05 bar / s, it is considered a fast leak; a tire with a fast leak is determined to be a blowout.

[0077] Specifically, four tire pressure sensors transmit tire pressure monitoring data to a tire signal receiver via radio frequency signals. The tire signal receiver calculates the tire pressure change rate based on the monitoring data and determines a tire blowout based on the rate of change. The blowout determination result is converted into a CAN signal and sent to the vehicle's chassis CAN network. The entire transmission process takes less than 0.2 seconds. The CAN signal includes: Leak_Level = {fast, medium, slow}; Leak_Flag = {0,1}, where 0 represents normal and 1 represents a leak; and Leak_POS, which ranges from 1 to 4, representing the position of a single wheel: front left, front right, rear left, and rear right.

[0078] In the S300, the Electronic Power Steering (EPS) control system switches to a heavy-hand mode; the electronic suspension system raises the suspension height and increases the damping; the Drive Control System (VCU) limits torque output; the Vehicle Motion Domain Control (VMC) recognizes the driver's intention and performs corresponding braking and / or drive control to reduce instability until the Electronic Power Braking Control System recognizes that the yaw control threshold has been triggered, at which point the Vehicle Dynamics Control System (VDC) intervenes to correct the steering.

[0079] Specifically, the Electronic Power Steering (EPS) control system provides a subjectively lighter feel during electronic power steering, with an approximately linear assist curve. Three assist ratios are designed to correspond to three different steering feels: light, medium, and heavy. Upon receiving a valid tire blowout warning, the EPS automatically switches to the "heavy" feel mode to prevent excessive steering input from the driver, which could lead to instability. In one embodiment, the EPS quantifies the light, medium, and heavy feel using an assist gain coefficient K: 1) Light feel: K=2.0-3.0, high gain, light steering; 2) Medium feel: K=1.0-1.5, medium gain, balanced steering effort; 3) Heavy feel: K=0.3-0.6, low gain, high steering damping, stable feel.

[0080] In one embodiment, after a tire blowout, the electronically controlled suspension system actively adjusts the height of the electronic suspension to the highest level and simultaneously adjusts the damping to the maximum to compensate for the collapse of the corresponding wheel and to cope with the reduced tire rolling radius after the blowout. Specifically, the electronically controlled suspension system can be a continuously adjustable damping suspension (CDC).

[0081] In one embodiment, after a tire blowout, the drive control system limits the torque output to only 50% relative to the original throttle.

[0082] Specifically, the drive control system (VCU) is designed with three power output modes: Sport mode, Comfort mode, and Tire Blowout mode. The corresponding torque outputs are as follows: Sport mode delivers 100% full torque output, providing the strongest power response to meet acceleration and driving performance needs; Comfort mode limits torque output to only 70% of the original throttle, balancing smoothness and power, suitable for stable daily driving; Tire Blowout mode limits torque output to only 50% of the original throttle, significantly restricting power, reducing the risk of vehicle instability, and ensuring driving safety after a tire blowout.

[0083] In one embodiment, driving intent includes four categories: emergency braking and stopping, emergency acceleration and obstacle avoidance, normal driving and stopping, and extreme driving.

[0084] Specifically, for emergency braking and stopping situations, the main monitoring focuses on the driver's braking speed and force. For emergency acceleration and obstacle avoidance situations, the main monitoring focuses on the driver's accelerator pedal depth, corresponding to the driver accelerating while simultaneously making a small steering angle to change lanes and avoid obstacles. For normal driving and stopping situations, this is characterized by the driver continuing with normal operations after a tire blowout, with gentle braking, slow and small steering angles, and low throttle opening. For extreme driving situations, there are three main categories: low-friction surfaces, split-plane surfaces, and sharp curves.

[0085] In one embodiment, if the braking pressure is greater than 60 bar and the time taken to go from 10 bar to 60 bar is less than 0.1 seconds, it is identified as an emergency braking stop condition; if the accelerator pedal opening signal is greater than 50%, it is identified as an emergency acceleration obstacle avoidance condition; if the braking pressure is less than or equal to 60 bar, the accelerator pedal opening signal is less than or equal to 50%, and the steering angle amplitude is less than 90°, it is identified as a normal driving stop condition; if the road surface adhesion coefficient is less than 0.3, it is identified as a low-adhesion road surface; if the road surface adhesion coefficient on one side is less than 0.3 and the road surface adhesion coefficient on the other side is greater than 0.6, it is identified as a split road surface; if the vehicle speed is in the range of 15 km / h-60 km / h and the steering wheel angle is in the range of 90°-180°, it is identified as a sharp curve road.

[0086] In one embodiment, when the driving intention is identified as an emergency braking stop, pressure relief suppression control is performed via the solenoid valve and hydraulic pump of the electronic power-assisted braking control system, including:

[0087] S310, Pressurization Stage: Open the inlet valve and close the outlet valve. The motor builds pressure in stages, with the target pressure limited to 70% of the normal value.

[0088] S320, Pressure Holding Stage: Simultaneously close the inlet valve and outlet valve to seal the oil circuit and achieve pressure holding. The pressure holding time is extended from 20ms to 40ms.

[0089] S330, Decompression Stage: After the slip ratio exceeds the slip ratio threshold and lasts for 10ms, the outlet valve is opened and closed briefly with a period of 5ms to achieve short-pulse decompression.

[0090] This embodiment employs a pressure relief suppression mechanism to prevent sudden loss of vehicle deceleration caused by sensitive pressure relief.

[0091] In a preferred embodiment, the slip ratio threshold is dynamically adjusted, and the calculation formula is as follows:

[0092]

[0093] in, The slip ratio threshold; This is the attenuation coefficient, which needs to be calibrated for different vehicles; Real-time tire pressure; This is the standard tire pressure.

[0094] This embodiment adjusts the optimal slip ratio range based on real-time tire pressure to prevent the wheels from locking up excessively and thus exacerbating vehicle instability.

[0095] In one embodiment, when the driving intention is identified as an emergency acceleration obstacle avoidance situation, drive torque suppression and differential braking control are performed.

[0096] In a preferred embodiment, suppressing the driving torque specifically involves reducing the accelerator pedal opening by 50% to obtain the torque-limited accelerator pedal opening and then outputting the driving torque.

[0097] Emergency acceleration and obstacle avoidance involves high throttle acceleration combined with sharp steering maneuvers. In the event of a tire blowout, the risk of vehicle instability increases significantly. This embodiment uses suppression of drive torque and differential braking to ensure lateral grip and limit yaw, while also ensuring appropriate drive torque to prevent lateral instability and maintain a certain level of steering and driving capability.

[0098] In one embodiment, for driving intentions identified as normal driving and parking conditions, the actual yaw rate and the center of gravity sideslip angle are monitored. When the difference between the actual yaw rate and the target yaw rate exceeds a correction threshold and the center of gravity sideslip angle is within a first sideslip angle range, differential braking is used for correction. Specifically, the correction threshold is 5°, and the first sideslip angle range is less than 3°.

[0099] Under normal driving and parking conditions, on a good road surface, the driver applies a combination of light throttle and gentle steering and braking. Even if a tire blowout occurs under these conditions, the vehicle will not experience significant instability, only mild instability. Therefore, the designed strategy primarily focuses on improving the vehicle's traction during a tire blowout. A yaw monitoring strategy is employed; when the difference between the actual yaw rate and the target yaw rate exceeds a threshold, a correction is triggered.

[0100] In one embodiment, when the driving intention is identified as an extreme driving condition, the actual yaw rate and the center of gravity sideslip angle are monitored. When the difference between the actual yaw rate and the target yaw rate exceeds the moderate instability threshold and the center of gravity sideslip angle is within the second sideslip angle range, the vehicle is judged to be moderately instable, and drive torque suppression and differential braking control are implemented. When the difference between the actual yaw rate and the target yaw rate exceeds the severe instability threshold and the center of gravity sideslip angle is within the third sideslip angle range, the vehicle is judged to be severely instable, and drive force is cut off and all-wheel braking control is implemented.

[0101] In a preferred embodiment, the moderate instability threshold is 8°, the second deflection angle range is less than 3°-5°, and the suppression drive torque control during moderate instability limits the torque output to only 30% relative to the original throttle; the severe instability threshold is 10°, and the third deflection angle range is greater than 5°.

[0102] Under extreme driving conditions, the risk of vehicle instability is high. In this embodiment, the torque is first significantly limited by drive and yaw control, and then braking is performed by monitoring the yaw rate and the center of gravity sideslip angle to achieve the effect of rapid correction and deceleration. The control goal at this time is to save the vehicle, prevent it from going out of control, and stop it as soon as possible.

[0103] Regarding the aforementioned differential braking, the key is to calculate the target yaw moment. When the vehicle state reaches the aforementioned intervention threshold, the upper control needs to issue the target yaw moment to correct the yaw attitude. The target yaw moment needs to simultaneously suppress the yaw rate deviation and the deterioration of the center of gravity sideslip angle.

[0104] In one embodiment, the formula for calculating the target yaw moment is as follows:

[0105]

[0106] in, The target yaw moment; The yaw correction factor needs to be calibrated during actual vehicle testing. This is the difference between the actual yaw rate and the target yaw rate. The side slip suppression coefficient needs to be calibrated during real vehicle testing; The sideslip angle, which is the center of gravity, needs to be calibrated during actual vehicle testing. This is the torque to compensate for a tire blowout.

[0107] The specific calculation method for tire blowout compensation torque is as follows:

[0108] For a front tire blowout, taking a right front tire blowout as an example, differential braking of the left rear tire is required. The blowout compensation torque is calculated as follows:

[0109]

[0110] in, The yaw gain coefficient is a calibrated value. This is the lateral force compensation coefficient (usually taken as 0.6-0.8). Wheelbase; The lateral force loss of a blown tire, expressed in N, is calculated as follows:

[0111] ,in, The road surface adhesion coefficient, The vertical load on the front wheel before a tire blowout.

[0112] For a rear tire blowout, taking a right rear tire blowout as an example, differential braking of the left front tire is required. The blowout compensation torque is calculated as follows:

[0113]

[0114] in, This is the longitudinal force compensation coefficient (usually taken as 0.4-0.6). The longitudinal force loss of a tire in the event of a blowout is expressed in N and is calculated as follows: .

[0115] In one embodiment, the steps for performing differential braking control are as follows:

[0116] S3100, Calculate the required difference in left and right braking forces based on the target yaw moment and wheel track;

[0117] S3200. Based on the location of the tire blowout, determine the diagonally opposite wheel as the corrective braking wheel; for example, if the front tire blows out, use the opposite rear wheel braking, and if the rear tire blows out, use the opposite front wheel braking.

[0118] The S3300 Electronic Power Braking Control System (IBS) independently controls the pressure increase, pressure holding, and pressure release of the corrective braking wheel, applies the target braking force to create the left and right braking force difference between the left and right wheels, generates a yaw moment opposite to the direction of instability, and corrects the vehicle's driving posture.

[0119] The S3400 system monitors yaw rate and sideslip angle in real time, and performs closed-loop micro-modulation of power until the vehicle returns to stability.

[0120] In one embodiment, the yaw control threshold is defined as the difference between the actual yaw rate and the target yaw rate exceeding a threshold value. Specifically, in the case of a tire blowout, the threshold value is set to 15°.

[0121] The Vehicle Dynamics Control (VDC) system features three yaw control thresholds, corresponding to Comfort mode, Sport mode, and tire blowout mode. In Comfort mode, the threshold is 3°; exceeding this threshold activates the VDC correction function. In Sport mode, the threshold is 5°; exceeding this threshold activates the VDC correction function. In tire blowout mode, the threshold is 15°. The Tire Blowout Stability Control (TLC) module within the Vehicle Motion Domain Control (VMC) performs corresponding braking and / or drive control to mitigate instability. The VDC correction function only activates after the threshold is exceeded. In tire blowout mode, the activation of VDC correction is delayed, with the TLC module providing preemptive control to reduce instability.

[0122] Specifically, the formula for calculating the target yaw rate is as follows:

[0123]

[0124] in, The target yaw rate; For vehicle speed; This refers to the wheelbase; For vehicle stability factors; This refers to the steering angle of the front wheels.

[0125] This invention embodiment includes the following steps: S100, acquiring tire pressure monitoring signals from four tires; S200, determining whether a tire has blown out and the corresponding tire position based on the tire pressure monitoring signals; if a blowout is found, proceeding to step S300; if no blowout is found, returning to step S100 for continued monitoring; S300, the electronic power steering control system switches to a heavy-hand mode; the electronic suspension system raises the suspension height and increases damping; the drive control system limits torque output; the vehicle motion domain control system recognizes driving intentions and performs corresponding braking and / or drive control to reduce instability until the electronic power braking control system detects the triggering of the yaw control threshold, at which point the vehicle dynamic control system's correction function intervenes; this allows for correction even after a tire blowout within 0.2 seconds. Within seconds, the XYZ three-way coordinated control is activated to suppress vehicle instability in advance, offering advantages such as faster response and higher stability, significantly improving safety on high-speed and slippery roads. It is applicable to a wider range of vehicles, breaking the limitation of being only suitable for four-wheel distributed drive electric vehicles, and can be used in conventional non-distributed drive electric vehicles. Through the multi-system linkage of the electronic power steering control system, drive control system, vehicle dynamic control system, and vehicle motion domain control system in a tire blowout mode, it offers advantages such as safer driving and stronger controllability, reducing the risk of driver error and achieving smooth short-distance driving and safe parking.

[0126] This invention also provides a vehicle tire blowout stability control system, see reference. Figure 2 As shown, the system includes:

[0127] Acquisition module 11 is used to acquire tire pressure monitoring signals of the four tires;

[0128] The judgment module 12 is used to determine whether a tire has blown out and the corresponding tire position based on the tire pressure monitoring signal.

[0129] The stabilization module 13 is used to switch the electronic power steering control system to a heavy-feel mode; the electronic suspension system adjusts the suspension height and increases the damping; the drive control system limits the torque output; the vehicle motion domain control system recognizes the driving intention and performs corresponding braking and / or drive control to reduce the degree of instability until the electronic power braking control system recognizes that the yaw control threshold has been triggered, at which point the vehicle dynamic control system's correction function intervenes.

[0130] This invention also provides an electronic device, see below. Figure 3As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the vehicle tire blowout stability control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0131] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0132] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0133] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0134] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the vehicle tire blowout stability control methods described in the above embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0135] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0136] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0137] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0138] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0139] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0140] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should 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-readable program instructions.

[0141] These computer-readable 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, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0142] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0143] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0144] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A vehicle blowout stability control method characterized by, Includes the following steps: S100: Acquire tire pressure monitoring signals for all four tires; S200: Determine whether the tire has blown out and the corresponding tire position based on the tire pressure monitoring signal. If a blowout is found, proceed to step S300; if no blowout is found, return to step S100 to continue monitoring. In the S300, the electronic power steering control system switches to a heavy-hand mode; the electronic suspension system raises the suspension height and increases the damping; the drive control system limits torque output; the vehicle motion domain control system recognizes the driver's intention and performs corresponding braking and / or drive control to reduce instability until the electronic power brake control system recognizes that the yaw control threshold has been triggered, at which point the vehicle dynamic control system's correction function intervenes.

2. The method of claim 1, wherein, In step S100, four tire pressure monitoring sensors are installed on each wheel to monitor the tire pressure value of the corresponding tire in real time.

3. The method of claim 2, wherein, In step S200, the tire pressure change rate is calculated based on the tire pressure value. The rate of air leakage is used to identify the speed of air leakage and ultimately determine whether a tire blowout has occurred.

4. The method of claim 3, wherein, If the tire pressure change rate is less than 0.01 bar / s, it is considered a slow leak; if the tire pressure change rate is in the range of 0.01-0.05 bar / s, it is considered a moderate leak; if the tire pressure change rate is greater than or equal to 0.05 bar / s, it is considered a fast leak; a tire with a fast leak is considered to have blown out.

5. The method of claim 1, wherein, In step S300, after a tire blowout, the electronic suspension system actively adjusts the height of the electronic suspension to the highest level and the damping to the maximum.

6. The method according to claim 1, characterized in that, In step S300, after a tire blowout, the drive control system limits the torque output to only 50% relative to the original throttle.

7. The method according to claim 3, characterized in that, In step S300, the driving intention includes four categories: emergency braking and stopping, emergency acceleration and obstacle avoidance, normal driving and stopping, and extreme driving. Extreme driving conditions are divided into three categories: low-friction surfaces, split surfaces, and sharp curves.

8. The method according to claim 7, characterized in that, If the braking pressure is greater than 60 bar and the time taken to go from 10 bar to 60 bar is less than 0.1 seconds, it is identified as an emergency braking stop condition; if the accelerator pedal opening signal is greater than 50%, it is identified as an emergency acceleration obstacle avoidance condition; if the braking pressure is less than or equal to 60 bar, the accelerator pedal opening signal is less than or equal to 50%, and the steering angle amplitude is less than 90°, it is identified as a normal driving stop condition. If the road surface adhesion coefficient is less than 0.3, it is identified as a low-adhesion road surface; if the road surface adhesion coefficient on one side is less than 0.3 and the road surface adhesion coefficient on the other side is greater than 0.6, it is identified as a split road surface; if the vehicle speed is in the range of 15km / h-60km / h and the steering wheel angle is in the range of 90°-180°, it is identified as a sharp curve road.

9. The method according to claim 7, characterized in that, For driving intentions identified as emergency braking, pressure relief suppression control is achieved through solenoid valves and hydraulic pumps in the electronic power-assisted braking control system, including: S310, Pressurization Stage: Open the inlet valve and close the outlet valve. The motor builds pressure in stages, with the target pressure limited to 70% of the normal value. S320, Pressure Holding Stage: Simultaneously close the inlet valve and outlet valve to seal the oil circuit and achieve pressure holding. The pressure holding time is extended from 20ms to 40ms. S330, Decompression Stage: After the slip ratio exceeds the slip ratio threshold and lasts for 10ms, the outlet valve is opened and closed briefly with a period of 5ms to achieve short-pulse decompression.

10. The method according to claim 9, characterized in that, The slip ratio threshold is dynamically adjusted, and the calculation formula is as follows: in, The slip ratio threshold; This is the attenuation coefficient, which needs to be calibrated for different vehicles; Real-time tire pressure; This is the standard tire pressure.

11. The method according to claim 10, characterized in that, When the driving intention is identified as an emergency acceleration obstacle avoidance situation, drive torque suppression and differential braking control are implemented.

12. The method according to claim 11, characterized in that, Suppressing drive torque specifically involves reducing the accelerator pedal opening by 50% to obtain the torque-limited accelerator pedal opening for output drive torque.

13. The method according to claim 11, characterized in that, For driving intentions identified as normal driving and parking conditions, the actual yaw rate and center of gravity sideslip angle are monitored. When the difference between the actual yaw rate and the target yaw rate exceeds the correction threshold and the center of gravity sideslip angle is within the first deflection angle range, differential braking is used for correction.

14. The method according to claim 13, characterized in that, The correction threshold is set to 5°, and the first deflection angle range is less than 3°.

15. The method according to claim 13, characterized in that, When the driving intention is identified as an extreme driving condition, the actual yaw rate and the center of gravity sideslip angle are monitored. If the difference between the actual yaw rate and the target yaw rate exceeds the moderate instability threshold and the center of gravity sideslip angle is within the second sideslip angle range, the vehicle is judged to be moderately instable, and drive torque suppression and differential braking control are implemented. If the difference between the actual yaw rate and the target yaw rate exceeds the severe instability threshold and the center of gravity sideslip angle is within the third sideslip angle range, the vehicle is judged to be severely instable, and drive force is cut off and all-wheel braking control is implemented.

16. The method according to claim 15, characterized in that, The moderate instability threshold is set at 8°, the second deflection angle range is less than 3°-5°, and the drive torque suppression control is performed during moderate instability to limit the torque output to only 30% relative to the original throttle; the severe instability threshold is set at 10°, and the third deflection angle range is greater than 5°.

17. The method according to claim 15, characterized in that, The formula for calculating the target yaw moment is as follows: in, The target yaw moment; The yaw correction factor needs to be calibrated during actual vehicle testing; This is the difference between the actual yaw rate and the target yaw rate. The side slip suppression coefficient needs to be calibrated during real vehicle testing; The sideslip angle, which is the center of gravity, needs to be calibrated during actual vehicle testing. This is the torque to compensate for a tire blowout.

18. The method according to claim 17, characterized in that, The steps for differential braking control are as follows: S3100, Calculate the required difference in left and right braking forces based on the target yaw moment and wheel track; S3200. Based on the location of the tire blowout, determine the diagonally opposite wheel as the corrective braking wheel; for example, if the front tire blows out, use the opposite rear wheel braking, and if the rear tire blows out, use the opposite front wheel braking. The S3300 electronic power-assisted braking control system independently controls the pressure increase, pressure holding, and pressure release of the corrective braking wheel, applies the target braking force to make the left and right wheels form the left and right braking force difference, generates a yaw moment opposite to the direction of instability, and corrects the vehicle's driving posture. The S3400 system monitors yaw rate and sideslip angle in real time, and performs closed-loop micro-tuning of the power until the vehicle returns to stability.

19. The method according to claim 18, characterized in that, The yaw control threshold is defined as the difference between the actual yaw rate and the target yaw rate exceeding a threshold value.

20. The method according to claim 19, characterized in that, In the event of a tire blowout, the threshold value is set at 15°.

21. The method according to claim 19, characterized in that, The formula for calculating the target's yaw rate is as follows: in, The target yaw rate; For vehicle speed; Wheelbase; For vehicle stability factors; This refers to the steering angle of the front wheels.

22. A vehicle tire blowout stability control system, characterized in that, include: The acquisition module is used to acquire the tire pressure monitoring signals of the four tires; The judgment module is used to determine whether a tire has blown out and the corresponding tire position based on the tire pressure monitoring signal; The stabilization module is used to switch the electronic power steering control system to a heavy-feel mode; the electronic suspension system raises the suspension height and increases the damping; the drive control system limits the torque output; the vehicle motion domain control system recognizes the driving intention and performs corresponding braking and / or drive control to reduce instability until the electronic power braking control system recognizes that the yaw control threshold has been triggered, at which point the vehicle dynamic control system's correction function intervenes.

23. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1 to 21.

24. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 21.

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