Control method and device of vehicle, vehicle and storage medium

Abstract

The application provides a vehicle control method and device, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the following steps: acquiring tire pressure information, vehicle configuration information and a current vehicle speed of the vehicle; in the case that it is identified that the vehicle is in a tire burst state and the vehicle meets tire burst stability control conditions, determining a target driving torque according to the vehicle configuration information, wherein the tire burst state is determined based on the tire pressure information; determining a target power-assisted steering torque based on a current vehicle speed and a target yaw rate deviation, wherein the target yaw rate deviation is determined based on a tire burst moment yaw rate and a real-time yaw rate. The method provided by the application is helpful to improve the driving safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, device, vehicle, and storage medium. Background Technology

[0002] When a tire blows out, the driver may react by sharply turning the steering wheel or continuously turning in the direction of vehicle instability, exacerbating the risk of loss of control and posing a safety hazard to the vehicle's occupants. Currently, the lack of coordinated control among multiple vehicle controllers in related technologies makes it difficult to maintain vehicle stability, posing a significant safety hazard. Summary of the Invention

[0003] This application provides a vehicle control method, device, vehicle, and storage medium that helps improve vehicle driving safety.

[0004] In a first aspect, this application provides a method for controlling a vehicle, including:

[0005] Obtain vehicle tire pressure information, vehicle configuration information, and current vehicle speed;

[0006] If a vehicle is detected to be in a tire blowout state and the vehicle meets the tire blowout stability control conditions, the target drive torque is determined based on the vehicle configuration information, and the tire blowout state is determined based on the tire pressure information; the target power steering torque is determined based on the deviation between the current vehicle speed and the target yaw rate, and the target yaw rate deviation is determined based on the yaw rate at the time of the tire blowout and the real-time yaw rate.

[0007] In one possible implementation, the vehicle configuration information includes two-wheel drive and four-wheel drive models. The target drive torque is determined based on the vehicle configuration information, including:

[0008] Obtain the vehicle's current total drive torque;

[0009] When the vehicle configuration information is a two-wheel drive model, the target drive torque is set to the current total drive torque;

[0010] When the vehicle configuration information is a four-wheel drive model, if a front tire blows out, the current total drive torque is transferred to the rear axle drive motor for output to obtain the target drive torque; if a rear tire blows out, the current total drive torque is transferred to the front axle drive motor for output to obtain the target drive torque.

[0011] One possible implementation of the method also includes:

[0012] The torque limiting coefficient is determined based on the difference between the vehicle speed threshold and the current vehicle speed;

[0013] The driving torque limit is determined based on the maximum output torque of the drive motor and the torque limit coefficient.

[0014] The target drive torque is limited by limiting the drive torque.

[0015] One possible implementation of the method also includes:

[0016] During the current total drive torque transfer process, the target drive torque is filtered.

[0017] One possible implementation of the method also includes:

[0018] Acquire information on tire blowout status, vehicle dynamic control system status, and electric power steering system status;

[0019] If the vehicle is found to have a single-wheel tire blowout, the vehicle dynamic control system is found to be inactive, and the electric power steering system is found to have a valid steering wheel angle, then the vehicle is determined to meet the tire blowout stability control conditions.

[0020] One possible implementation involves determining the target power steering torque based on the deviation between the current vehicle speed and the target yaw rate, including:

[0021] The target mapping relationship is determined based on the location of the tire blowout. The target mapping relationship is used to characterize the mapping relationship between vehicle speed, yaw rate deviation and feedback control parameters.

[0022] Based on the deviation between the current vehicle speed and the target yaw rate, the target feedback control parameters are determined by finding the target mapping relationship;

[0023] The target power steering torque is determined based on the target yaw rate deviation and the target feedback control parameters.

[0024] One possible implementation of the method also includes:

[0025] Filter the target power steering torque;

[0026] The target power steering torque after filtering is limited based on the current vehicle speed.

[0027] Secondly, this application provides a vehicle control device, comprising:

[0028] The acquisition module is used to acquire vehicle tire pressure information, vehicle configuration information, and current vehicle speed;

[0029] The determination module is used to determine the target drive torque based on the vehicle configuration information when the vehicle is identified as having a tire blowout and the vehicle meets the tire blowout stability control conditions. The tire blowout state is determined based on tire pressure information. The target power steering torque is determined based on the deviation between the current vehicle speed and the target yaw rate. The target yaw rate deviation is determined based on the yaw rate at the time of the tire blowout and the real-time yaw rate.

[0030] Thirdly, this application provides a vehicle, including: a vehicle body and a vehicle controller, the vehicle controller including a processor and a memory, the memory for storing a computer program; the processor for running the computer program to implement the vehicle control method as described in the first aspect.

[0031] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method of the first aspect.

[0032] The beneficial effects of this application are as follows:

[0033] This application provides a vehicle control method. By acquiring tire pressure information, vehicle configuration information, and current vehicle speed, when it is determined that the vehicle is in a tire blowout state based on the tire pressure information, and the vehicle is identified as meeting the tire blowout stability control conditions, a target driving torque is determined based on the vehicle configuration information. The target yaw rate deviation is determined based on the yaw rate at the moment of the blowout and the real-time yaw rate. Based on the current vehicle speed and the target yaw rate deviation, a target power steering torque is determined. When a tire blows out, if the vehicle meets the tire blowout stability control conditions, the EPS (Electric Power Steering, also known as a steering controller) control torque (i.e., the target power steering torque) can be calculated and output to counteract the lateral deviation caused by the tire blowout, stabilizing the vehicle's driving state. Furthermore, the vehicle's driving torque is actively controlled, outputting the target driving torque to reduce the lateral torque generated by the vehicle due to continued torque output at the blown tire wheel, which could exacerbate vehicle instability. This application coordinates the control of the steering controller and the control of the driving torque to improve vehicle driving safety. Attached Figure Description

[0034] Figure 1 This application provides an architecture diagram for specific application scenarios.

[0035] Figure 2 A schematic flowchart illustrating the vehicle control method provided in this application embodiment;

[0036] Figure 3 This is a schematic diagram of a tire blowout provided in an embodiment of this application;

[0037] Figure 4A schematic diagram of the process for calculating the target power steering torque provided in an embodiment of this application;

[0038] Figure 5 This is a schematic diagram of the structure of the vehicle control device provided in the embodiments of this application;

[0039] Figure 6 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. Detailed Implementation

[0040] In the embodiments of this application, "at least one" means one or more, and "more than one" means two or more. Furthermore, "at least one of the following" or similar expressions refer to any combination of these items, which may include any combination of a single item or a plurality of items. For example, at least one of A, B, or C can represent: A, B, C, A and B, A and C, B and C, or A, B, and C. Each of A, B, and C can be an element itself or a set containing one or more elements.

[0041] In this application, terms such as "exemplary," "in some embodiments," and "in another embodiment" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the term "exemplary" is intended to present the concept in a concrete manner.

[0042] In the embodiments of this application, the terms "of," "corresponding (relevant)," and "corresponding" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction, their meanings are consistent. Similarly, in the embodiments of this application, "communication" and "transmission" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction, their meanings are consistent. For example, transmission can include sending and / or receiving, and can be a noun or a verb.

[0043] In the embodiments of this application, the term "equal to" can be used in conjunction with "greater than" to apply to technical solutions employing the condition of "greater than", and can also be used in conjunction with "less than" to apply to technical solutions employing the condition of "less than". It should be noted that when "equal to" is used with "greater than", it cannot be used with "less than"; and when "equal to" is used with "less than", it cannot be used with "greater than".

[0044] In related technologies, multiple vehicle controllers (such as tire pressure controllers, steering controllers, brake controllers, motor controllers, etc.) usually operate independently, lacking a unified collaborative control mechanism. This makes it difficult to effectively integrate the resources of multiple systems to maintain vehicle stability in the event of a tire blowout, resulting in significant deficiencies in vehicle safety assurance.

[0045] Based on the above problems, this application proposes a vehicle control method that helps improve vehicle driving safety.

[0046] Figure 1 This is an application scenario architecture diagram provided for embodiments of this application. (For example...) Figure 1 As shown, this application scenario includes multiple vehicle controllers, specifically: BCM (Body Control Module), TPMS (Tire Pressure Monitoring System), IPB (Integrated Power Brake System), VCU (Vehicle Control Unit), MCU (Motor Control Unit), and EPS. The BCM sends stored vehicle configuration information to the VCU, the TPMS sends tire pressure information to the VCU, and the IPB sends the current vehicle speed and yaw rate to the VCU. The yaw rate includes the yaw rate at the moment of tire blowout and the real-time yaw rate. The real-time yaw rate refers to the actual angular velocity of the vehicle's rotation around its vertical axis at the current moment; the yaw rate at the moment of tire blowout refers to the instantaneous yaw rate captured by sensors at the instant of tire blowout. The VCU manages tire blowout control status based on the acquired information. Specifically, it determines whether a tire blowout has occurred based on tire pressure information and whether the vehicle meets the tire blowout stability control conditions. If a tire blowout is detected and the vehicle meets the tire blowout stability control conditions, the VCU determines the target drive torque based on the vehicle configuration information; it determines the target yaw rate based on the yaw rate at the time of the blowout and the real-time yaw rate; and it determines the target power steering torque based on the deviation between the current vehicle speed and the target yaw rate. After determining the target drive torque and target power steering torque, the VCU sends a "request target drive torque" command to the MCU and a "request target power steering torque" command to the EPS. Upon receiving the "request target drive torque" command, the MCU determines the torque value output by the drive motor; upon receiving the "request target power steering torque" command, the EPS determines the torque value output by the power steering motor.

[0047] Figure 2 This is a flowchart illustrating the vehicle control method provided in an embodiment of the present application, which specifically includes the following steps:

[0048] Step S21: Obtain the vehicle's tire pressure information, vehicle configuration information, and current vehicle speed.

[0049] Specifically, the vehicle's tire pressure information, including tire pressure value and tire pressure release rate, is collected by the TPMS; the current vehicle speed is collected by the IPB; and vehicle configuration information is obtained from the BCM. The tire pressure release rate is detected to determine if the vehicle is in a tire blowout state. Furthermore, by detecting the tire pressure value, once the tire pressure of the blown tire returns to the theoretical tire pressure value (e.g., a set tire pressure value greater than or equal to 1.5 Bar), the blowout control state is cleared, indicating that the vehicle is not in a blowout state. Vehicle configuration information includes two-wheel drive and four-wheel drive models. Two-wheel drive models are vehicles equipped with a single motor, while four-wheel drive models are vehicles equipped with dual motors.

[0050] Optionally, when the Vehicle Intranet Unit (VIU) receives a signal that the vehicle is in a tire blowout state (i.e., a tire blowout signal), it converts the event-based message of the tire blowout signal into a periodic message for use by the internal logic of the VIU.

[0051] Step S22: If the vehicle is identified as being in a tire blowout state and the vehicle meets the tire blowout stability control conditions, determine the target drive torque based on the vehicle configuration information; determine the target power steering torque based on the deviation between the current vehicle speed and the target yaw rate.

[0052] The tire blowout status is determined based on tire pressure information, specifically by using TPMS to detect the tire pressure release rate and determining whether the vehicle is in a blowout state based on the tire pressure release rate. The target yaw rate deviation is determined based on the yaw rate at the moment of the blowout and the real-time yaw rate. Specifically, the difference between the yaw rate at the moment of the blowout and the real-time yaw rate is used as the target yaw rate deviation. It should be noted that yaw rate (also known as yaw rate) refers to the rate of change of yaw angle over time, while yaw angle (also known as yaw angle) refers to the angle of rotation of the vehicle around its vertical axis.

[0053] In some embodiments, the method provided in this application further includes:

[0054] Acquire information on tire blowout status, vehicle dynamic control system status, and electric power steering system status;

[0055] If the vehicle is found to have a single-wheel tire blowout, the vehicle dynamic control system is found to be inactive, and the electric power steering system is found to have a valid steering wheel angle, then the vehicle is determined to meet the tire blowout stability control conditions.

[0056] Among them, tire blowout status information is used to characterize tire blowout information of the vehicle, including a tire blowout marker, which indicates the location of the tire blowout. VDC (Vehicle Dynamics Control) status information may include VDC activation status, fault status, and communication status, etc.; EPS status information may include steering wheel angle signal validity, torque control function availability, fault status, and communication status, etc.

[0057] In this embodiment, the tire blowout stability control conditions include: tire blowout status information is single-wheel blowout, vehicle dynamic control system status information is inactive, and electric power steering system status information is that the steering wheel angle is effective.

[0058] Specifically, the system determines whether there is a single tire blowout (which can be one of the left front, right front, left rear, or right rear tires) based on the tire blowout indicator. It also determines whether the Vehicle Control System (VDC) is activated based on the VDC activation status and whether the steering wheel angle signal is valid based on the steering wheel angle signal validity. When a single tire blowout, VDC inactive, and EPS steering wheel angle valid are simultaneously met, the vehicle is deemed to meet the tire blowout stability control conditions. If any of these conditions are not met, the vehicle is deemed not to meet the tire blowout stability control conditions. VDC inactive means that under the current driving conditions, VDC does not trigger intervention, such as when the vehicle is driving straight or making a small-angle turn.

[0059] In this embodiment, a single-wheel tire blowout can prevent vehicle spin-out and loss of control caused by multiple tire blowouts; the inactivation of VDC (Vehicle Dynamic Control) avoids conflicts between multiple systems, ensuring the effective execution of the tire blowout control strategy. For example, both VDC and tire blowout control affect vehicle stability through braking or torque intervention; if both are activated simultaneously, it may lead to conflicting braking commands; an effective EPS (Electric Power Steering) steering wheel angle indicates that the EPS is in normal working condition, and the steering wheel angle signal collected by the EPS is within a reasonable range and reliable. When all three conditions are met simultaneously, the vehicle is determined to meet the tire blowout stability control conditions, ensuring the effectiveness and reliability of the control function.

[0060] In some embodiments, the blowout stability control conditions further include one or more of the following conditions:

[0061] (1) The throttle opening is less than the first threshold (e.g., 80%);

[0062] (2) The lateral acceleration is less than the second threshold (e.g., 3 m / s²);

[0063] (3) The absolute value of the EPS turning angle is less than the third threshold (e.g., 90°);

[0064] (4) The longitudinal acceleration is less than the fourth threshold (e.g., 3 m / s²);

[0065] (5) The vehicle speed is within the preset range (e.g., 30~120 kph);

[0066] (6) EPS torque control function is available.

[0067] It is understood that the first threshold, second threshold, third threshold and fourth threshold mentioned above can be set according to the actual working conditions, and this application does not limit them here.

[0068] Optionally, when the following conditions are met simultaneously: single-wheel tire blowout, vehicle speed within a preset range, VDC not activated, EPS steering wheel angle effective and torque control function available, and throttle opening, lateral acceleration, absolute value of EPS steering angle, and longitudinal acceleration are all less than the corresponding thresholds, the vehicle is determined to meet the tire blowout stability control conditions. If any condition is not met, the vehicle is determined to not meet the tire blowout stability control conditions.

[0069] When a tire blowout is detected and the vehicle meets the blowout stability control conditions, the vehicle controller determines the target drive torque based on the vehicle configuration information and actively controls the vehicle's drive torque to reduce the lateral torque generated by the continued output of torque to the blown tire, which would exacerbate vehicle instability. Based on the deviation between the current vehicle speed and the target yaw rate, a target power steering torque is determined and sent to the EPS to control the steering wheel, counteracting the lateral deviation caused by the tire blowout and stabilizing the vehicle's driving state. This application integrates the control of the steering controller and the control of the drive torque in the event of a tire blowout, improving vehicle driving safety.

[0070] In some embodiments, determining the target drive torque based on vehicle configuration information includes:

[0071] Obtain the vehicle's current total drive torque;

[0072] When the vehicle configuration information is a two-wheel drive model, the target drive torque is set to the current total drive torque;

[0073] When the vehicle configuration information is a four-wheel drive model, if a front tire blows out, the current total drive torque is transferred to the rear axle drive motor for output to obtain the target drive torque; if a rear tire blows out, the current total drive torque is transferred to the front axle drive motor for output to obtain the target drive torque.

[0074] The current total drive torque refers to the total drive torque value required by the vehicle as input by the driver through the accelerator pedal, i.e., the total drive torque demand of the vehicle calculated by the vehicle powertrain system based on the current accelerator pedal opening. This parameter is the basic input of the vehicle powertrain control system, representing the total power demand intended by the driver, and is used as the original reference value for subsequent torque transfer and limiting processing during tire blowout stability control.

[0075] It is understood that the drive motor in this application refers to an electric motor device mounted on the vehicle's drive axle, including a front axle drive motor and a rear axle drive motor. For two-wheel drive vehicles, there is only one drive motor; for four-wheel drive vehicles, there are two independent drive motors, one at the front and one at the rear.

[0076] For two-wheel drive vehicles, since only one drive shaft provides driving force, there is no need for torque distribution transfer. The original drive motor outputs the driving torque, so the target driving torque is set as the current total driving torque. For example, in a rear-axle two-wheel drive vehicle, the rear axle drive motor outputs the driving torque, the rear axle torque accounts for 100%, and the target driving torque is the current total driving torque. For four-wheel drive vehicles, the current total driving torque is transferred to the drive motor on the side with the blown tire based on the location of the blown tire.

[0077] Specifically, if a front tire (such as the left front tire or the rear front tire) blows out, the current total drive torque is transferred to the rear axle drive motor for output to obtain the target drive torque; if a rear tire (such as the left rear tire or the right rear tire) blows out, the current total drive torque is transferred to the front axle drive motor for output to obtain the target drive torque.

[0078] When a tire blows out while the vehicle is in motion, the total driving torque is actively transferred to the drive motor on the side without the blown tire, based on the location of the blown wheel. By avoiding the blown wheel from bearing the driving torque, the driving force and additional yaw moment on the blown side wheel can be effectively reduced, suppressing the vehicle's tendency to veer, fishtail, and become unstable. At the same time, the power output from the normal wheels on the side without the blown tire is used to maintain the vehicle's basic driving force, improving vehicle stability and handling safety under blowout conditions, and reducing the risk of loss of control and skidding.

[0079] In some embodiments, the method provided in this application further includes: determining a torque limiting coefficient based on the difference between a vehicle speed threshold and the current vehicle speed;

[0080] The driving torque limit is determined based on the maximum output torque of the drive motor and the torque limit coefficient.

[0081] The target drive torque is limited by limiting the drive torque.

[0082] To prevent the target drive torque output after the transfer from exceeding the motor's maximum output capacity, this application further proposes limiting the target drive torque output after the transfer using the motor's capacity, ensuring that the final output target drive torque remains within the motor's capacity range. Here, the motor capacity value refers to the maximum torque value that the drive motor can safely output.

[0083] Optionally, when the vehicle configuration information is a two-wheel drive model, the target drive torque output is either the total torque of the rear axle or the total torque of the front axle. When the vehicle configuration information is a four-wheel drive model, if a front tire blows out, the target drive torque output is the total torque of the rear axle; if a rear tire blows out, the target drive torque output is the total torque of the front axle. For specific limitations on the total torque of the rear axle and the total torque of the front axle, please refer to the following formula:

[0084]

[0085]

[0086] in, This represents the actual total front axle torque output after the transfer. This represents the actual total torque output from the rear axle after the transfer. Torque limiting factor (0≤ ); This is the capability value of the front axle drive motor; This is the capability value of the rear axle drive motor; This represents the original total front axle torque after the transfer. The original total torque of the rear axle after the transfer. To limit the drive torque of the rear axle drive motor, This is the limiting drive torque for the front axle drive motor.

[0087] Among them, torque limiting coefficient It is related to the difference between the vehicle speed threshold and the current vehicle speed; the larger the difference, the lower the speed threshold. The closer to 1, the smaller the difference. Close to 0.

[0088] The vehicle speed threshold is a pre-set upper limit of the maximum permissible speed of a vehicle under tire blowout conditions, used to prevent driver error leading to loss of vehicle speed control. The process of obtaining the vehicle speed threshold involves collecting dynamic response data of the vehicle under tire blowout conditions, such as yaw rate, slip angle, and tire force, through bench tests and road tests. A correlation model between vehicle speed and stability is established. When the vehicle speed approaches a critical point, the vehicle stability drops sharply; this critical point is set as the vehicle speed threshold. In this application, to prevent drivers from panicking and mistaking the accelerator for the brake after a tire blowout, while also ensuring the vehicle's drivability after a blowout, the vehicle speed is limited, for example, by setting the speed threshold to 100 kph; and the total drive torque is limited based on the difference between the speed threshold and the current vehicle speed. See the following formula for details:

[0089]

[0090] in, For vehicle speed threshold, Current vehicle speed This is the difference between the vehicle speed threshold and the current vehicle speed.

[0091] Optionally, and The correspondence is shown in Table 1.

[0092] Table 1 and Correspondence table

[0093]

[0094] In this application, the torque limiting coefficient is determined based on the difference between the vehicle speed threshold and the current vehicle speed. Then, the product of the maximum output torque of the drive motor and the torque limiting coefficient is calculated to obtain the limited drive torque. Finally, the smaller value between the original total drive torque after transfer and the limited drive torque is determined as the actual total drive torque output by the drive motor.

[0095] For two-wheel drive vehicles, no torque transfer is performed. If it is a front axle drive motor, the original total drive torque output by the front axle drive motor is compared with the limited drive torque of the front axle drive motor, and the smaller of the two is taken as the actual total drive torque output by the front axle drive motor. If it is a rear axle drive motor, the original total drive torque output by the rear axle drive motor is compared with the limited drive torque of the rear axle drive motor, and the smaller of the two is taken as the actual total drive torque output by the rear axle drive motor.

[0096] For four-wheel drive vehicles, if a rear tire blows out, all drive torque is transferred to the front axle drive motor. The original total front axle torque after the transfer is compared with the limited drive torque of the front axle drive motor, and the smaller of the two is taken as the actual output total front axle torque. If a front tire blows out, all drive torque is transferred to the rear axle drive motor. The original rear axle torque after the transfer is compared with the limited drive torque of the rear axle drive motor, and the smaller of the two is taken as the actual output total rear axle torque.

[0097] This application limits the target driving torque to the motor's capacity, ensuring that the final output target torque is within the motor's allowable operating range. This prevents the total torque after transfer from exceeding the motor's maximum output capacity, thus preventing motor overload, overheating, and failure. Even if the driver's torque demand exceeds the motor's capacity, the system can still operate safely. At the same time, it ensures that the maximum usable driving force can still be provided in emergency situations such as tire blowouts, thereby improving the vehicle's driving stability and the safety of the power system operation.

[0098] When a tire blows out, during the transfer of total drive torque, a direct jump to the target drive torque can cause instability phenomena such as fishtailing and yawing, as well as vehicle jerking and vibration, affecting overall driving comfort and ride smoothness. Therefore, the target drive torque needs to be filtered. Based on this, this application further proposes:

[0099] During the current total drive torque transfer process, the target drive torque is filtered.

[0100] For four-wheel drive vehicles, torque transfer is required when a tire blows out. During this transfer, the torque change in the total drive torque needs to be filtered to ensure a smooth torque transition. The following formula is used specifically:

[0101] y[n]=α x[n]+(1-α) y[n-1]

[0102] Where y[n] is the target torque output at the current time (n) (filtered result); x[n] is the target torque input at the current time (n) (raw data); y[n−1] is the target torque output at the previous time (n-1) (historical value); α is the filtering coefficient (range from 0 to 1). By adjusting α, the smoothness of torque transition and rapid response are comprehensively judged.

[0103] Optionally, during the current total drive torque transfer process, the target torque distribution ratio corresponding to the target drive torque can also be filtered.

[0104] The relationship between the original torque output after the transfer and the distribution ratio is as follows:

[0105]

[0106]

[0107] in, This represents the current total drive torque. This represents the target torque distribution ratio corresponding to the total torque of the front axle. This represents the target torque distribution ratio corresponding to the total torque of the rear axle.

[0108] In this embodiment, by filtering and smoothing the target torque distribution ratio corresponding to the target driving torque, the rate of change of the distribution ratio is constrained, so that it gradually transitions from the current value to the target distribution ratio. This avoids sudden changes in the distribution ratio that could cause abrupt power fluctuations, effectively suppresses transmission shock and vehicle vibration, and improves vehicle ride smoothness and driving experience.

[0109] When a tire blows out, the vehicle will veer towards the side of the blown tire as the supporting force of the blown wheel disappears instantly. For example, if... Figure 3 As shown, Figure 3 This is a schematic diagram of a tire blowout provided in an embodiment of this application. During the vehicle's forward movement, the left front tire blows out. Figure 3 The tire blowout shown is the left front tire. During vehicle operation, a lateral force to the left is generated, causing the vehicle to veer off course. Figure 3 As shown by the dashed line. Therefore, after the vehicle enters the tire blowout stability control, a certain counter-torque can be output to the steering controller to counteract the lateral force generated by the tire blowout. The vehicle can continue to maintain its previous straight driving trajectory, while providing the driver with an active directional prompt for stable driving, thus improving vehicle driving safety.

[0110] Based on this, this application proposes that when a vehicle is identified as being in a tire blowout state and the vehicle meets the tire blowout stability control conditions, in addition to performing drive torque transfer, a target power steering torque is determined based on the deviation between the current vehicle speed and the target yaw rate, so that the vehicle provides a certain EPS control torque after the tire blowout to maintain the vehicle's original driving trajectory.

[0111] Figure 4 A flowchart illustrating the calculation of the target power steering torque provided in this application embodiment is shown below. Figure 4 As shown, the specific steps include:

[0112] Step S41: Determine the target mapping relationship based on the location of the tire blowout.

[0113] The target mapping relationship is used to characterize the mapping relationship between vehicle speed, yaw rate deviation, and feedback control parameters. The mapping relationship can be represented in the form of tables, mathematical functions, graphs, line graphs, etc.

[0114] In some embodiments, the feedback control algorithm is a PID control algorithm, the feedback control parameters are PID parameters, and the mapping relationship is represented by a PID parameter table. The corresponding PID parameter table is selected based on the location of the blown tire. The PID parameter table characterizes the correspondence between vehicle speed, yaw rate deviation, and PID parameters. The PID parameters include proportional control coefficient (Kp), integral control coefficient (Ki), and derivative control coefficient (Kd). Each wheel in the vehicle has three parameter tables: a table showing the correspondence between vehicle speed, yaw rate deviation, and Kp; a table showing the correspondence between vehicle speed, yaw rate deviation, and Ki; and a table showing the correspondence between vehicle speed, yaw rate deviation, and Kd.

[0115] Among them, the calibration parameters Kp, Ki, and Kd are strongly correlated with the yaw rate deviation. The calibration values ​​of Kp, Ki, and Kd are mainly calibrated based on the magnitude of different yaw rate deviations, and then fine-tuned through different vehicle speed ranges. The calibration process of Kp, Ki, and Kd parameters is as follows: under the conditions of vehicle steering angle less than 60°, single-wheel tire blowout, and vehicle speed below 80km / h, the original PID parameters are corrected at different vehicle speeds. First, Kp is adjusted, as this coefficient directly determines the instantaneous response strength of the vehicle control system to the yaw rate deviation, providing the initial corrective directional force; then Ki is adjusted to eliminate long-term accumulated steady-state errors; finally, Kd is adjusted to suppress system oscillations and improve dynamic stability. The calibration of each parameter is based on a two-dimensional lookup table relationship constructed based on the two core variables of yaw rate deviation and vehicle speed.

[0116] Among them, Kp, Ki, and Kd all exhibit a positive correlation characteristic, increasing with the increase of yaw rate deviation. Furthermore, under the same yaw rate deviation, the higher the vehicle speed, the larger the corresponding parameter values. For example, at the same vehicle speed, the larger the yaw rate deviation, the larger the Kp, Ki, and Kd values; and at the same yaw rate deviation, the higher the vehicle speed, the larger the Kp, Ki, and Kd values. However, when the yaw rate deviation becomes too large, the Kd value will remain unchanged. In this case, Kp and Ki are needed to eliminate the large yaw rate deviation.

[0117] Tire blowouts at different locations (such as the left front tire or right rear tire) affect the direction and magnitude of the vehicle's yaw moment differently. For example, a left front tire blowout requires a rightward steering correction, while a right front tire blowout requires a leftward steering correction. Therefore, it is necessary to adjust the feedback control parameters accordingly to accurately counteract the deviation in a specific direction. This application determines the target mapping relationship based on the blowout location, which can accurately match the influence characteristics of different blowout locations on the vehicle's yaw moment, ensuring that the steering correction direction is consistent with the actual deviation direction, thereby effectively counteracting the lateral deviation risk caused by a blowout at a specific location.

[0118] Step S42: Based on the deviation between the current vehicle speed and the target yaw rate, determine the target feedback control parameters by finding the target mapping relationship.

[0119] Taking the blown tire as the left front wheel as an example, the three parameter tables corresponding to the left front wheel are obtained through step S41. Based on the current vehicle speed and the target yaw rate deviation, the three parameter tables are searched to obtain the target feedback control parameters, namely Kp, Ki and Kd.

[0120] Step S43: Determine the target power steering torque based on the target yaw rate deviation and the target feedback control parameters.

[0121] In this step, a PID control algorithm is employed. The target yaw rate deviation is input, and the target feedback control parameters Kp, Ki, and Kd determined in step S42 are used as algorithm coefficients. The target power steering torque is output to steer the vehicle left or right, thereby achieving vehicle stability. The target power steering torque can be calculated using the following formula:

[0122]

[0123] in, This is expressed as the target power steering torque output. The torque is controlled by the proportional term (i.e., the P term). The torque is controlled by the integral term (i.e., the I term). The differential term (i.e., term D) controls the torque.

[0124] In this application, Tp is used to respond to the current error in real time. The larger the error, the stronger the output adjustment. It plays a major role in the initial stage of control. Ti is used to accumulate historical errors to completely eliminate steady-state errors, improve accuracy, and achieve the target value more accurately. Td is used to predict trends based on the error change rate, suppress overshoot and oscillation in advance, and improve system stability.

[0125] Specifically, Tp, Ti, and Td are first calculated based on the target yaw rate deviation, Kp, Ki, and Kd. Then, Tp, Ti, and Td are added together to obtain the target power steering torque. The formulas for calculating Tp, Ti, and Td are as follows:

[0126] =Kp × target yaw rate deviation;

[0127] Ki × target yaw rate deviation × operating cycle + I-term control torque of the previous cycle;

[0128] =Kd×(Target yaw rate deviation - yaw rate deviation of the previous cycle) / running cycle.

[0129] It is understandable that the calibration trends of PID parameters Kp, Ki, and Kd are primarily based on Kp's input during the initial transient response to the tire blowout. As Ki gradually intervenes, it becomes the main control, and the value of Kp gradually decreases. Long-term steady-state control requires the value of Kd to stabilize the vehicle's state. The calculation method for the target power steering torque of the other blown tires is similar.

[0130] In some embodiments, the method provided in this application further includes:

[0131] Filter the target power steering torque;

[0132] The target power steering torque after filtering is limited based on the current vehicle speed.

[0133] To ensure smooth rotation of the torque output to the steering wheel, the target power steering torque needs to be processed for smoothness (i.e., filtering) through a filtering module. The change in the target power steering torque is based on (operating cycle / filtering calibration value). The difference between the target value and the requested value is used as a variable that gradually rises to the target value. The specific calculation formula is as follows:

[0134] = [n]+(1- )

[0135] in, [n] is the target power steering torque output at the current time (n) (the filtered result). [n] is the target power steering torque (raw data) input at the current time (n). It is the target power steering torque output at the previous moment (n-1) (historical value). These are the filter coefficients (ranging from 0 to 1). By adjusting... This is used to comprehensively assess the smoothness of torque transition and the speed of response.

[0136] To ensure the rationality of the vehicle's lateral control torque, the filtered target power steering torque needs to be limited. Since the higher the vehicle speed, the smaller the lateral rotation amplitude, the higher the vehicle speed, the smaller the limit of the output target power steering torque. The target power steering torque limit is designed as follows: based on the correspondence between vehicle speed and the limit, the upper and lower limits of the target power steering torque are derived, and the lower limit is automatically inverted relative to the upper limit. That is:

[0137]

[0138] in, To assist steering torque to the target, This is a limit value.

[0139] Optionally, the target power steering torque limit is shown in Table 2.

[0140] Table 1 Limits for Target Assisted Steering Torque

[0141]

[0142] In summary, this application comprehensively controls the vehicle's stable driving state after a tire blowout by transferring drive torque and identifying different locations of the blown tire and controlling the steering torque accordingly. This allows the driver to receive an active prompt to maintain a stable driving direction by controlling the steering wheel, reducing the risk of vehicle instability caused by stress steering after a tire blowout. Furthermore, by controlling the steering wheel torque, it counteracts the lateral deviation caused by a tire blowout, enabling the vehicle to continue driving along the current straight trajectory until it comes to a stable stop in special scenarios, thus improving driving safety.

[0143] Following the same line of thought, this application also provides a vehicle control device, such as... Figure 5 This is a schematic diagram of a vehicle control device provided in an embodiment of this application. The vehicle control device 50 mainly includes:

[0144] The acquisition module 51 is used to acquire the vehicle's tire pressure information, vehicle configuration information, and current vehicle speed;

[0145] The determination module 52 is used to determine the target drive torque based on the vehicle configuration information when the vehicle is identified as being in a tire blowout state and the vehicle meets the tire blowout stability control conditions. The tire blowout state is determined based on the tire pressure information. The target power steering torque is determined based on the deviation between the current vehicle speed and the target yaw rate. The target yaw rate deviation is determined based on the yaw rate at the time of the tire blowout and the real-time yaw rate.

[0146] In one possible implementation, the vehicle configuration information includes two-wheel drive models and four-wheel drive models, and the acquisition module 51 is also used to: acquire the current total driving torque of the vehicle;

[0147] The determination module 52 is also used for:

[0148] When the vehicle configuration information is a two-wheel drive model, the target drive torque is set to the current total drive torque;

[0149] When the vehicle configuration information is a four-wheel drive model, if a front tire blows out, the current total drive torque is transferred to the rear axle drive motor for output to obtain the target drive torque; if a rear tire blows out, the current total drive torque is transferred to the front axle drive motor for output to obtain the target drive torque.

[0150] In one possible implementation, the vehicle control device 50 further includes:

[0151] The drive torque limiting module is used to determine the torque limiting coefficient based on the difference between the vehicle speed threshold and the current vehicle speed;

[0152] The driving torque limit is determined based on the maximum output torque of the drive motor and the torque limit coefficient.

[0153] The target drive torque is limited by limiting the drive torque.

[0154] In one possible implementation, the vehicle control device 50 further includes:

[0155] The filtering module is used to filter the target drive torque during the current total drive torque transfer process.

[0156] In one possible implementation,

[0157] The acquisition module 51 is also used to: acquire tire blowout status information, vehicle dynamic control system status information, and electric power steering system status information;

[0158] The control device 50 of the aforementioned vehicle also includes:

[0159] The judgment module is used to determine whether the vehicle meets the tire blowout stability control conditions when the tire blowout status information is a single tire blowout, the vehicle dynamic control system status information is inactive, and the electric power steering system status information is that the steering wheel angle is valid.

[0160] In one possible implementation, the determining module 52 is further used for:

[0161] The target mapping relationship is determined based on the location of the tire blowout. The target mapping relationship is used to characterize the mapping relationship between vehicle speed, yaw rate deviation and feedback control parameters.

[0162] Based on the deviation between the current vehicle speed and the target yaw rate, the target feedback control parameters are determined by finding the target mapping relationship;

[0163] The target power steering torque is determined based on the target yaw rate deviation and the target feedback control parameters.

[0164] In one possible implementation, the filtering module is also used for:

[0165] The target power steering torque is filtered.

[0166] In one possible implementation, the vehicle control device 50 further includes:

[0167] The limit module is used to limit the target power steering torque after filtering based on the current vehicle speed.

[0168] Figure 5 The vehicle control device 50 provided in the illustrated embodiment can be used to execute the technical solution of the method embodiment shown in this application. Its implementation principle and technical effects can be further referred to the relevant description in the method embodiment.

[0169] The above should be understood Figure 5The division of the various modules in the vehicle control device 50 shown is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented in software via processing element calls, while others are implemented in hardware. For example, the acquisition module can be a separate processing element or integrated into a chip in an electronic device. The implementation of other modules is similar. Moreover, these modules can be fully or partially integrated together, or they can be implemented independently. During implementation, each step of the above method or each of the above modules can be completed through integrated logic circuits in the hardware of the processor element or through software instructions.

[0170] For example, these modules can be one or more integrated circuits configured to implement the above methods, such as one or more application-specific integrated circuits (ASICs), one or more digital signal processors (DSPs), or one or more field-programmable gate arrays (FPGAs). Alternatively, these modules can be integrated together as a system-on-a-chip (SOC).

[0171] In the above embodiments, the processor may include, for example, a CPU, DSP, microcontroller, or digital signal processor, and may also include a GPU, embedded neural network processing unit (NPU), and image signal processor (ISP). The processor may also include necessary hardware accelerators or logic processing hardware circuits, such as an ASIC, or one or more integrated circuits for controlling the execution of the program in this application. Furthermore, the processor may have the function of operating one or more software programs, which may be stored in a storage medium.

[0172] like Figure 6As shown, this application embodiment also provides a vehicle 60, including: a vehicle body 61 and a vehicle controller 62. The vehicle controller 62 includes a processor 621 and a memory 622. The memory 622 is used to store computer programs. The processor 621 is used to run the computer programs to implement the various processes of the vehicle control method provided in the above method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0173] The processor 621 can be a modem, a baseband processor, a baseband chip, or one or more chips (or chip systems) for executing the scheme of this application. The processor 621 connects to various parts of the terminal device using various interfaces and lines. By running or executing software programs and / or modules stored in the memory 622, and by calling data stored in the memory 622, it performs various functions of the terminal device and processes data, thereby providing overall monitoring of the terminal device. The memory 622 can be used to store software programs and modules. The processor 621 executes various functional applications and data processing of the terminal device by running the software programs and modules stored in the memory 622. The memory 622 may mainly include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function (such as sound playback function, image playback function, etc.), etc.; the data storage area may store data created according to the use of the terminal device (such as audio data, phonebook, etc.). Furthermore, the memory 622 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0174] This application provides a readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various processes of the vehicle torque distribution method provided in the above-described method embodiments and achieve the same technical effect. To avoid repetition, further details are omitted here.

[0175] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: Obtain vehicle tire pressure information, vehicle configuration information, and current vehicle speed; If the vehicle is detected to be in a tire blowout state and the vehicle meets the tire blowout stability control conditions, the target drive torque is determined based on the vehicle configuration information, and the tire blowout state is determined based on the tire pressure information; the target power steering torque is determined based on the deviation between the current vehicle speed and the target yaw rate, and the target yaw rate deviation is determined based on the yaw rate at the time of the tire blowout and the real-time yaw rate.

2. The vehicle control method according to claim 1, characterized in that, The vehicle configuration information includes two-wheel drive and four-wheel drive models. Determining the target drive torque based on the vehicle configuration information includes: Obtain the current total drive torque of the vehicle; When the vehicle configuration information is a two-wheel drive model, the target drive torque is set to the current total drive torque; When the vehicle configuration information is a four-wheel drive model, if a front tire blows out, the current total drive torque is transferred to the rear axle drive motor for output to obtain the target drive torque; if a rear tire blows out, the current total drive torque is transferred to the front axle drive motor for output to obtain the target drive torque.

3. The vehicle control method according to claim 2, characterized in that, The method further includes: The torque limiting coefficient is determined based on the difference between the vehicle speed threshold and the current vehicle speed; The driving torque limit is determined based on the maximum output torque of the drive motor and the torque limit coefficient. The target driving torque is limited by the aforementioned limiting driving torque.

4. The vehicle control method according to claim 2, characterized in that, The method further includes: During the current total drive torque transfer process, the target drive torque is filtered.

5. The vehicle control method according to claim 1, characterized in that, The method further includes: Acquire information on tire blowout status, vehicle dynamic control system status, and electric power steering system status; If the vehicle is found to have a single-wheel tire blowout, the vehicle dynamic control system is found to be inactive, and the electric power steering system is found to have a valid steering wheel angle, then the vehicle is determined to meet the tire blowout stability control conditions.

6. The vehicle control method according to claim 1, characterized in that, The determination of the target power steering torque based on the deviation between the current vehicle speed and the target yaw rate includes: The target mapping relationship is determined based on the location of the tire blowout. The target mapping relationship is used to characterize the mapping relationship between vehicle speed, yaw rate deviation and feedback control parameters. Based on the deviation between the current vehicle speed and the target yaw rate, the target feedback control parameters are determined by finding the target mapping relationship; The target power steering torque is determined based on the target yaw rate deviation and the target feedback control parameters.

7. The vehicle control method according to claim 1, characterized in that, The method further includes: The target power steering torque is filtered. The target power steering torque after filtering is limited based on the current vehicle speed.

8. A vehicle control device, characterized in that, include: The acquisition module is used to acquire vehicle tire pressure information, vehicle configuration information, and current vehicle speed; The determination module is used to determine the target drive torque based on the vehicle configuration information when the vehicle is identified as being in a tire blowout state and the vehicle meets the tire blowout stability control conditions. The tire blowout state is determined based on the tire pressure information. The module is also used to determine the target power steering torque based on the deviation between the current vehicle speed and the target yaw rate. The target yaw rate deviation is determined based on the yaw rate at the time of the tire blowout and the real-time yaw rate.

9. A vehicle, characterized in that, include: The vehicle body and the vehicle controller, the vehicle controller including a processor and a memory, the memory for storing a computer program; the processor for running the computer program to implement the vehicle control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the vehicle control method as described in any one of claims 1-7.

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