A high-speed tire burst simulation method and device based on a closed air suspension (ASU) system

Abstract

The application discloses a high-speed tire burst simulation method and device based on a closed air suspension ASU system. The method comprises the following steps: in response to a tire burst simulation trigger instruction, under a target deflation mode, a pre-generated target deflation wheel position corresponding air valve enable mask is used to apply a preset initial drive current to the target deflation wheel position corresponding air valve, so that the target deflation wheel position corresponding air valve is opened; the target deflation wheel position corresponding air spring pressure is collected in real time; the target drive current is determined according to the air spring pressure and the corresponding preset pressure relief curve under the target deflation mode, so as to adjust the valve opening degree of the target deflation wheel position corresponding air valve through the target drive current; under the condition that the preset ending condition is met, the target deflation wheel position corresponding air valve is closed, the running state flag of this tire burst simulation is cleared, and the closed air suspension ASU system returns to the normal control mode.

Description

Technical Field

[0001] This invention relates to the field of vehicle chassis control technology, and in particular to a method and apparatus for simulating high-speed tire blowout based on a closed air suspension (ASU) system. Background Technology

[0002] In the development of intelligent chassis, high-speed tire blowout stability control has become a core safety function of the entire vehicle. This function requires extensive replication of the instantaneous tire pressure loss condition in real vehicle and bench environments for the development, calibration, and verification of tire blowout recognition algorithms, stability control strategies, and the collaborative logic of Electronic Stability Control (ESC), Electric Power Steering (EPS), and Continuous Damping Control (CDC). Currently, the mainstream solutions for replicating the instantaneous tire pressure loss condition include: physical tire deflation devices, dedicated rapid deflation devices, and pure simulation. Physical tire deflation devices are costly, consume a lot of consumables, and the tires cannot be reused, making them unsuitable for large-scale calibration. Dedicated deflation devices require additional hardware, independent controllers, and modified rims and wiring harnesses, increasing development costs and modification workload. Furthermore, they cannot reuse the existing high-speed solenoid valves and air circuit resources of the onboard closed air suspension, resulting in a waste of hardware resources. Summary of the Invention

[0003] This invention provides a high-speed tire blowout simulation method and device based on a closed air suspension (ASU) system. By reusing the solenoid valves and air circuit resources of the closed air suspension (ASU), it can effectively reduce costs and meet mass production calibration requirements without modifying the wheel rims, adding extra hardware, or damaging the tire.

[0004] According to one aspect of the present invention, a method for simulating high-speed tire blowout based on a closed-loop air suspension (ASU) system is provided. The closed-loop air suspension (ASU) system integrates a high-speed deflation simulation function for tire blowout. The closed-loop air suspension (ASU) system includes air springs corresponding to each wheel, air valves corresponding to each wheel, an air tank, and a closed-loop air circuit assembly. The method includes:

[0005] In response to the tire blowout simulation trigger command, in the target deflation mode, according to the pre-generated enable mask of the air valve corresponding to the target deflation wheel position, a preset initial drive current is applied to the air valve corresponding to the target deflation wheel position so as to open the air valve corresponding to the target deflation wheel position.

[0006] Real-time acquisition of the air spring pressure corresponding to the target bleed wheel position;

[0007] The target driving current is determined based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode, so as to adjust the valve opening of the air valve corresponding to the target venting wheel position through the target driving current;

[0008] If the preset termination conditions are met, the air valve corresponding to the target deflated wheel position is closed, the running status flag of this tire blowout simulation is cleared, and the closed air suspension (ASU) system is restored to normal control mode.

[0009] Optionally, determining the target driving current based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode includes:

[0010] The air spring pressure is compared with a preset pressure relief curve to obtain the target driving current corresponding to the air spring pressure.

[0011] Optionally, prior to responding to the tire blowout simulation trigger command, it also includes:

[0012] When the preset tire blowout simulation enable conditions are met, the tire blowout simulation enable flag is positioned at 1; the preset tire blowout simulation enable conditions include that the vehicle is fault-free and in calibration / test mode, the closed air suspension ASU system is fault-free and receives a tire blowout simulation enable command.

[0013] Read the tire blowout wheel position configuration parameters and deflation mode type parameters;

[0014] The target puncture wheel position is determined based on the tire blowout wheel position configuration parameters, and the enable mask of the air valve corresponding to the target puncture wheel position is generated.

[0015] The target venting mode is determined based on the venting mode type parameter.

[0016] Optional tire blowout configuration parameters include single wheel, two wheels on the same side, two wheels diagonally opposite, or a combination of multiple wheels; target deflation modes include real high-speed blowout mode, rapid deflation mode, and stepped deflation mode.

[0017] Optional parameters for the venting mode type include total venting duration, pressure drop slope, target termination pressure, delay trigger time, synchronous trigger CAN ID, and venting start / end linkage signal.

[0018] Optionally, the tire blowout simulation enable command and tire blowout simulation trigger command can be issued via CAN bus commands, hard-wired switches, host computer diagnostic commands, or HIL bench commands.

[0019] Optionally, during the degassing process, the air spring pressure corresponding to the target degassing wheel position, the driving status of the air valve corresponding to the target degassing wheel position, the degassing progress and timestamp signal are synchronously reported to the CAN bus at a 1ms cycle, providing millisecond-level synchronous data for the vehicle's ESC, EPS, and CDC chassis control systems to achieve coordinated control.

[0020] Optionally, the preset termination conditions include any one of the following: the air spring pressure corresponding to the target venting wheel position reaches and stabilizes at the target termination pressure, the venting execution time exceeds the preset total venting time, or a stop / reset command is received.

[0021] Optionally, the tire blowout simulation high-speed deflation function is only enabled in vehicle calibration / test mode. The gas generated during the deflation process flows back to the air tank through the closed air circuit assembly and is not emitted into the atmosphere.

[0022] According to another aspect of the present invention, a high-speed tire blowout simulation device based on a closed-loop air suspension (ASU) system is provided. The closed-loop air suspension (ASU) system integrates a high-speed tire blowout simulation function. The closed-loop air suspension (ASU) system includes air springs corresponding to each wheel, air valves corresponding to each wheel, an air tank, and a closed-loop air circuit assembly. The device includes:

[0023] The drive module is used to respond to the tire blowout simulation trigger command. In the target bleed mode, according to the pre-generated enable mask of the air valve corresponding to the target bleed wheel position, the drive module applies a preset initial drive current to the air valve corresponding to the target bleed wheel position so as to open the air valve corresponding to the target bleed wheel position.

[0024] The data acquisition module is used to acquire the air spring pressure corresponding to the target bleed wheel position in real time;

[0025] The control module is used to determine the target driving current based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode, so as to adjust the valve opening of the air valve corresponding to the target venting wheel position through the target driving current;

[0026] The reset module is used to close the air valve corresponding to the target deflated wheel position, clear the running status flag of this tire blowout simulation, and restore the closed air suspension ASU system to normal control mode when the preset termination conditions are met.

[0027] This invention provides a method and apparatus for simulating high-speed tire blowout based on a closed air suspension (ASU) system. The method includes: responding to a tire blowout simulation trigger command; in a target blowout mode, applying a preset initial drive current to the air valve corresponding to the target blowout wheel position according to a pre-generated enable mask of the air valve corresponding to the target blowout wheel position, so as to open the air valve corresponding to the target blowout wheel position; real-time acquisition of the air spring pressure corresponding to the target blowout wheel position; determining a target drive current based on the air spring pressure and a preset pressure relief curve corresponding to the target blowout mode, so as to adjust the valve opening of the air valve corresponding to the target blowout wheel position through the target drive current; and closing the air valve corresponding to the target blowout wheel position, clearing the running status flag of this tire blowout simulation, and restoring the closed air suspension (ASU) system to normal control mode when a preset termination condition is met. The technical solution provided by this invention fully reuses the solenoid valves and air circuit resources of the closed air suspension ASU system, without the need to modify the wheel rims, add extra hardware, or damage the tires, which can effectively reduce costs and meet the calibration requirements of mass production. Moreover, the gas discharged during the deflation process is preferentially discharged into the air tank through a closed loop and is not directly discharged into the atmosphere, avoiding the risk of high-pressure air jet and environmental interference.

[0028] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A flowchart illustrating a high-speed tire blowout simulation method based on a closed air suspension (ASU) system, provided in an embodiment of the present invention;

[0031] Figure 2 This is an internal schematic diagram of a closed air suspension (ASU) system provided in an embodiment of the present invention.

[0032] Figure 3 A flowchart illustrating another high-speed tire blowout simulation method based on a closed air suspension (ASU) system provided in this embodiment of the invention;

[0033] Figure 4 This is a schematic diagram of the structure of a high-speed tire blowout simulation device based on a closed air suspension (ASU) system, provided in an embodiment of the present invention.

[0034] Figure 5 This is a schematic diagram of the electronic device used in an embodiment of the present invention to simulate a high-speed tire blowout based on a closed air suspension (ASU) system. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0036] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0037] Figure 1 This is a flowchart illustrating a high-speed tire blowout simulation method based on a closed-loop air suspension (ASU) system, provided by an embodiment of the present invention. This method can be executed by a high-speed tire blowout simulation device based on a closed-loop air suspension (ASU) system. This device can be implemented in hardware and / or software and can be configured in any electronic device with communication capabilities. The closed-loop air suspension (ASU) system integrates a high-speed tire blowout simulation function. Figure 2 The internal schematic diagram of the closed air suspension (ASU) system provided in the embodiment of the present invention is shown below. Figure 2 The closed-loop air suspension (ASU) system includes air springs RR, RL, FR, and FL for each wheel, air valves AV1-AV4 for each wheel, an air tank RES, and a closed-loop air circuit assembly. The ASU system also includes switching valves SV1-SV4; where RR, RL, FR, and FL correspond to the right rear tire, left rear tire, right front tire, and left front tire, respectively.

[0038] First, we need to explain the air path during deflation in a closed air suspension (ASU) system. (See...) Figure 2When one or more wheels need to be deflated, the wheels need to expel high-pressure gas. At this time, the system opens switching valves SV1 and SV3, as well as the air valves (AV1-AV4) corresponding to the wheels requiring deflation. Due to the pressure difference, the gas inside the wheel is transferred to the inlet of the motor-driven plunger pump via switching valve SV3. The motor-driven plunger pump then discharges the gas from the wheel through switching valve SV1 into the air tank RES, thus achieving the expulsion of gas from the vehicle's wheels. (See also...) Figure 1 The method includes:

[0039] S110. In response to the tire blowout simulation trigger command, in the target deflation mode, according to the pre-generated enable mask of the air valve corresponding to the target deflation wheel position, a preset initial drive current is applied to the air valve corresponding to the target deflation wheel position so as to open the air valve corresponding to the target deflation wheel position.

[0040] The tire blowout simulation trigger command can be sent to the ASU controller via CAN bus, hard-wired switch, host computer diagnostic equipment, or HIL test bench. Target bleed modes include various types such as real high-speed tire blowout mode, rapid leak mode, and stepped bleed mode, each corresponding to a different pressure relief curve. Target bleed wheel positions can be a single wheel, two wheels on the same side, two diagonally opposite wheels, or a combination of multiple wheels. The enable mask is a binary control identifier corresponding to the air valve of each wheel. Each bit in the mask corresponds one-to-one with the air valve of a wheel; a bit value of 1 indicates that the air valve at that wheel position has open bleed control authority, while a bit value of 0 indicates that the air valve at that wheel position remains closed and locked. The system only outputs drive signals to target bleed wheel positions with valid mask identifiers. Air valves at non-target wheel positions remain closed and locked throughout the test to avoid abnormal vehicle posture caused by unexpected pressure relief, ensuring the safety and controllability of the testing process. The initial drive current is a pre-calibrated full-capacity drive current, and the preset initial drive current can be preset based on the pre-calibrated full-capacity drive current. The preset initial drive current is used to quickly overcome the reset spring force and static friction of the air valve core, driving the air valve to reach the fully open state within milliseconds. This quickly opens the closed venting air path from the air spring corresponding to the target venting wheel position to the air tank, ensuring that the air path conduction speed in the initial stage of depressurization matches the pressure change characteristics of a real tire blowout, thus establishing a stable air path foundation for the subsequent closed-loop pressure regulation process.

[0041] Specifically, when the ASU controller receives a tire blowout simulation trigger command from the CAN bus, hardwired switch, host computer diagnostic equipment, or HIL bench, it applies a preset initial drive current to the air valve corresponding to the target blowout wheel position according to the pre-generated enable mask of the air valve corresponding to the target blowout wheel position, so as to open the air valve corresponding to the target blowout wheel position.

[0042] S120: Real-time acquisition of the air spring pressure corresponding to the target bleed wheel position.

[0043] Specifically, the air spring pressure corresponding to the target bleed wheel position is collected in real time by a pressure sensor at a sampling frequency of not less than 1 kHz.

[0044] S130. Determine the target drive current based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode, so as to adjust the valve opening of the air valve corresponding to the target venting wheel position through the target drive current.

[0045] Among them, different target venting modes correspond to preset venting curves that are pre-calibrated and stored in the ASU controller. These curves, based on the time dimension, define the standard target pressure at each control moment during the entire venting process, and can respectively correspond to the pressure transient patterns of different pressure loss conditions such as real high-speed tire blowout, rapid air leakage, and step-by-step venting.

[0046] Specifically, the ASU controller compares the real-time collected air spring pressure with the target pressure corresponding to the preset pressure relief curve at the current moment to obtain the pressure deviation value. Based on this deviation value, the target drive current corresponding to the air valve in the current control cycle can be calculated using a closed-loop control algorithm. Since the valve opening degree of the air valve is correspondingly controlled by the magnitude of the input drive current, the ASU controller outputs the target drive current to the air valve at the target bleed wheel position, thereby dynamically adjusting the actual opening degree of the valve, changing the air passage cross-sectional area, and thus regulating the rate of gas release from the air spring to the air tank. When the actual pressure is higher than the target pressure at the current moment, the controller increases the target drive current to open the valve wider, increasing the pressure relief rate; when the actual pressure approaches or falls below the target pressure at the current moment, the controller decreases the target drive current to close the valve narrower, reducing the pressure relief rate. Through this closed-loop adjustment method, the pressure drop trajectory of the air spring can be made to strictly follow the preset pressure relief curve, accurately reproducing the transient characteristics of tire pressure loss under the corresponding bleed mode, ensuring the realism of the tire blowout simulation and the consistency of the operating conditions.

[0047] S140. If the preset termination conditions are met, close the air valve corresponding to the target deflated wheel position, clear the running status flag of this tire blowout simulation, and restore the closed air suspension ASU system to normal control mode.

[0048] Specifically, the ASU controller continuously monitors the operating status throughout the entire decompression process. When any preset termination condition is met, the termination reset logic is triggered. These preset termination conditions include three categories: First, the real-time pressure of the air spring at the target decompression wheel position drops to the preset target termination pressure and remains stable, indicating that the preset decompression process has been completed; second, the decompression execution time reaches the pre-configured total decompression time, triggering the timeout protection mechanism to prevent abnormal continuous decompression in the air path; third, a stop / reset command is received from the host computer, diagnostic equipment, or CAN bus, allowing the test to be terminated externally.

[0049] When the termination condition is triggered, the safety valve closing operation is executed first: the ASU controller immediately cuts off the drive current of all air valves corresponding to the target vent wheel positions, drives the valve core to quickly reset to the closed state, completely cuts off the venting passage of the air spring corresponding to the target vent wheel position, and makes the air spring maintain the current pressure and enter the pressure holding state; at the same time, the status feedback signal of each air valve is checked to confirm that the valve is not stuck or has abnormal leakage, and to ensure that the air circuit is reliably sealed.

[0050] After completing the valve closing operation, perform a status clearing operation: clear all operating status flags generated during this tire blowout simulation, including but not limited to the tire blowout simulation trigger flag, pressure relief progress flag, wheel position deflation permission lock position, parameter configuration lock position, etc., remove functional restrictions and permission locks in the test mode, eliminate the operating status residue of this test, and avoid the status residue from interfering with the subsequent system operation.

[0051] Once the status is cleared, the tire blowout simulation mode is exited, and the normal control mode of the closed air suspension (ASU) system is restored. Standard suspension control functions such as vehicle height adjustment, regular inflation and deflation, and load adaptive adjustment are reopened, enabling time-sharing reuse of test functions and normal driving functions. This ensures that the tire blowout simulation function only takes effect in the calibrated test scenario and does not affect the normal suspension control in the mass production state of the vehicle.

[0052] The technical solution provided by this invention fully reuses the solenoid valves and air circuit resources of the closed air suspension ASU system, without the need to modify the wheel rims, add extra hardware, or damage the tires, which can effectively reduce costs and meet the calibration requirements of mass production. Moreover, the gas discharged during the deflation process is discharged into the air tank through the closed air circuit assembly and is not directly discharged into the atmosphere, avoiding the risk of high-pressure air jet and environmental interference.

[0053] In some other embodiments, optionally, determining the target drive current based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode includes:

[0054] The air spring pressure is compared with the preset pressure relief curve to obtain the target driving current corresponding to the air spring pressure.

[0055] Specifically, for each venting mode, a corresponding venting curve is preset. This curve is pre-calibrated based on the flow characteristics of the closed air path, the relationship between the air valve's drive current and opening degree, and the target pressure drop pattern, and is stored in the ASU controller's storage unit. The preset venting curve uses the air spring pressure as an input parameter and maps it to the target air valve drive current required to maintain the target venting slope under the corresponding pressure condition. The corresponding valve control output parameters can be directly obtained through pressure input matching.

[0056] During the deflation process, the air spring pressure value corresponding to the target deflation wheel position is collected in real time by a pressure sensor at a frequency of no less than 1kHz. This pressure value is compared and matched with the preset pressure relief curve corresponding to the current target deflation mode. The target driving current corresponding to the current air spring pressure can be obtained from the characteristic data of the preset pressure relief curve through table lookup calculation or linear interpolation. Based on the target driving current, the air valve is adjusted, and the valve opening and air passage area can be corrected in real time according to the dynamic changes in the air spring pressure. This counteracts the influence of the air passage pressure difference change on the pressure relief rate during the deflation process, ensuring that the pressure drop trajectory of the air spring always follows the preset tire blowout pressure change law, thus guaranteeing the accuracy of the tire blowout simulation and the repeatability of the test.

[0057] Figure 3 This is a flowchart illustrating another high-speed tire blowout simulation method based on a closed air suspension (ASU) system, provided by an embodiment of the present invention. This embodiment further refines the aforementioned embodiments. See also... Figure 3 Optionally, prior to S110, it also includes:

[0058] S210. When the preset tire blowout simulation enable conditions are met, the tire blowout simulation enable flag is positioned 1. The preset tire blowout simulation enable conditions include that the vehicle is fault-free and in calibration / test mode, the closed air suspension ASU system is fault-free and receives the tire blowout simulation enable command.

[0059] Specifically, the system has a tire blowout simulation enable flag as a status indicator for function authorization. When the flag is set to 1, it means that the system has passed all the pre-verification and has officially obtained the permission to run the tire blowout simulation function, and can enter the subsequent parameter configuration and waiting-to-trigger stage. When the flag is 0, the tire blowout simulation function is locked and closed, and no external trigger command will be responded to.

[0060] The preset tire blowout simulation enable conditions are a multi-level cascaded verification rule; all conditions must be met simultaneously to trigger the flag position. Among these, the highest-level permission condition is that the vehicle is fault-free and in calibration / test mode. Tire blowout simulation is a test function designed for development calibration scenarios and is only allowed to be enabled in calibration test states where the vehicle is not in mass production driving mode. This function is disabled by default in normal mass production driving mode. Simultaneously, the vehicle must not have any serious faults affecting chassis control to ensure the vehicle's basic operating state is stable and controllable during the test. A fault-free closed air suspension (ASU) system is a fundamental hardware requirement. This requires that core components such as the ASU controller, air valves, pressure sensors, and closed air circuit assembly be in normal condition, without valve jamming, signal abnormalities, or air circuit leaks. This ensures that the subsequent deflation process is controllable, pressure data acquisition is accurate, and hardware failures lead to test failures or air circuit safety risks. Receiving the tire blowout simulation enable command is a necessary input condition for triggering authorization. This command can be sent through CAN bus, host computer diagnostic equipment, hard-wired switch, etc., and the command must be verified by the system's built-in verification rules to be a valid authorization command, eliminating false triggering caused by factors such as bus interference and signal errors.

[0061] The system will only set the tire blowout simulation enable flag to 1 when all three conditions are met simultaneously; if any condition is not met, the flag will remain at 0, and the tire blowout simulation function will remain locked. This multi-level verification mechanism ensures the controllable activation of the testing function while fully guaranteeing vehicle driving safety in mass production conditions.

[0062] S220: Read the tire blowout wheel position configuration parameters and deflation mode type parameters; determine the target deflation wheel position based on the tire blowout wheel position configuration parameters, and generate the enable mask for the air valve corresponding to the target deflation wheel position; determine the target deflation mode based on the deflation mode type parameters.

[0063] Specifically, the tire blowout configuration parameter set is first read from the externally distributed tire blowout configuration parameter set, along with the tire blowout wheel position configuration parameter and the deflation mode type parameter. The tire blowout configuration parameter set can be distributed by a host computer or diagnostic equipment via CAN bus or diagnostic interface, and contains all the operating condition settings information for this tire blowout simulation.

[0064] For tire blowout wheel configuration parameters, the system determines the target deflation wheel position for this test through parameter parsing. It supports various wheel configurations, including single wheel, two wheels on the same side, two wheels diagonally, and any combination of multiple wheels, covering the testing needs of different tire blowout scenarios. It also supports fast / slow deflation and synchronous / sequential deflation, with flexible and programmable control. After parsing, the system generates an enable mask corresponding to each wheel's air valve. The enable mask is an internal wheel position permission identifier. The identifier for the target deflation wheel position is set to an active state, indicating that the air valve at that wheel position has open deflation control permission; the identifier for non-target deflation wheel positions is set to an inactive state, indicating that the air valve at that wheel position remains locked and deflation is prohibited. While generating the enable mask, the system simultaneously closes the deflation control permission of all non-target wheel position air valves, locking the valve status of non-target wheels to avoid unexpected pressure loss during testing, ensuring vehicle stability and test safety.

[0065] Based on the venting mode type parameter, the system determines the target venting mode for this test through parameter analysis. The system has multiple preset venting modes to adapt to different test conditions, including a real high-speed tire blowout mode, a rapid leak mode, and a stepped venting mode. Each venting mode corresponds to a pre-calibrated and stored pressure relief curve template, covering different pressure change patterns such as constant slope pressure relief, fast start and slow finish pressure relief, and stepped pressure relief. These modes can reproduce different types of tire pressure loss conditions, such as instantaneous tire blowout, rapid leak, and gradual pressure loss.

[0066] Optional tire blowout configuration parameters include single wheel, two wheels on the same side, two wheels diagonally opposite, or a combination of multiple wheels; target deflation modes include real high-speed blowout mode, rapid deflation mode, and stepped deflation mode.

[0067] Optional parameters for the venting mode type include total venting duration, pressure drop slope, target termination pressure, delay trigger time, synchronous trigger CAN ID, and venting start / end linkage signal.

[0068] Specifically, the deflation mode type parameter is a set of configuration parameters that define the dynamic characteristics, timing nodes, and external coordination logic of this deflation process. The system completes the fine-grained configuration of the deflation mode by parsing these parameters, so that the tire blowout simulation condition can flexibly adapt to different test requirements. The specific meanings of each parameter are as follows:

[0069] The total deflation time is the preset total duration of the deflation process, that is, the expected time from the formal start of the deflation action to the air spring pressure dropping to the target termination pressure. It can be flexibly set within the calibration range according to the test conditions to match different levels of tire pressure loss scenarios.

[0070] The pressure drop slope is the pressure drop amplitude of the air spring per unit time, which is the core parameter characterizing the pressure relief rate and corresponds to the pressure change pattern under different venting modes. This parameter is the core objective of the pressure relief closed-loop control. The system adjusts the air valve opening to keep the actual pressure drop rate consistent with the preset slope, ensuring the accuracy of restoring the transient characteristics of tire blowout pressure.

[0071] The target termination pressure is the pressure termination judgment threshold of the decompression process, which is the final low pressure value that the air spring needs to reach in this tire blowout simulation. When the real-time collected air spring pressure drops to this threshold, the system immediately executes the valve closing and pressure holding action to simulate the low pressure stability state after the tire blowout.

[0072] The delayed trigger time is a preset delay between the system receiving the trigger command and executing the deflation action, used to achieve delayed triggering of the tire blowout action; after the system receives a valid trigger command, it starts timing according to this parameter, and starts the deflation process after the timing ends, which can meet the timing requirements of triggering tire blowout at specific vehicle speeds, specific driving positions or specific working conditions in vehicle testing.

[0073] The synchronous trigger CAN ID is a CAN bus message identifier used for synchronous triggering of multiple systems. Through the CAN message corresponding to this identifier, the tire blowout simulation function can be started synchronously with the vehicle's ESC, EPS, CDC and other chassis control systems, ensuring that the control timing of each controller is accurately aligned and improving the accuracy of multi-system collaborative calibration and functional verification.

[0074] The deflation start / end linkage signal is a status feedback signal output by the system during the start and end phases of the deflation process. This type of signal is sent to the vehicle network in real time via the CAN bus to trigger the corresponding functional logic of other chassis control systems. For example, when deflation starts, it triggers the intervention of the stability control strategy, and when deflation ends, it triggers the stop of test data acquisition, thereby realizing the linkage test between tire blowout simulation and vehicle control functions.

[0075] After the parameters are parsed, the system will generate the corresponding pressure relief control timing table based on the above parameters and store it in the running memory. At the same time, all configuration parameters will be written to the non-volatile storage unit to save them after power failure, providing a complete control reference for the subsequent high-speed gas relief execution stage.

[0076] Optionally, the tire blowout simulation enable command and tire blowout simulation trigger command can be issued via CAN bus commands, hard-wired switches, host computer diagnostic commands, or HIL bench commands.

[0077] This step enables precise timing synchronization with the vehicle controller.

[0078] Optionally, during the degassing process, the air spring pressure corresponding to the target degassing wheel position, the driving status of the air valve corresponding to the target degassing wheel position, the degassing progress and timestamp signal are synchronously reported to the CAN bus at a 1ms cycle, providing millisecond-level synchronous data for the vehicle's ESC, EPS, and CDC chassis control systems to achieve coordinated control.

[0079] Specifically, throughout the entire deflation cycle, the ASU controller encapsulates the operating status data of the target deflated wheel position into a standard CAN message at a fixed interval of 1ms, and uploads it to the vehicle's CAN bus in real time. The 1ms reporting cycle matches the transient characteristics of the tire blowout condition, fully capturing the detailed changes during the rapid pressure drop process, avoiding the loss of critical transient information due to excessively long data reporting intervals, and ensuring that the time resolution of the reported data meets the requirements of millisecond-level collaborative control.

[0080] The reported signal content includes four core types of information: First, the air spring pressure corresponding to the target deflated wheel position, which is the internal air pressure value of the air spring collected in real time by a high-frequency pressure sensor. This data is the core judgment basis for the vehicle chassis system to identify the tire blowout condition and trigger the corresponding control strategy. Second, the driving status of the air valve corresponding to the target deflated wheel position, including the valve on / off status, actual driving current value, and other execution feedback information, is used to characterize the actual execution status of the deflation action, which is convenient for external systems to verify the triggering timing and execution effectiveness of the deflation action. Third, the depressurization progress, which is the ratio of the current completed depressurization amount to the total preset depressurization amount, is used to intuitively reflect the execution progress of this tire blowout simulation. Fourth, the timestamp signal, generated based on the high-precision timing module inside the ASU controller, corresponds one-to-one with each frame of reported data, providing a unified time reference for all controllers receiving this data, and eliminating clock deviations between different controllers.

[0081] The vehicle's ESC, EPS, CDC, and other chassis control units can all acquire the aforementioned synchronized data in real time via the CAN bus. Based on a unified timestamp, their respective control sequences are aligned, synchronously triggering control actions such as vehicle stability adjustment, steering assist compensation, and shock absorber damping adjustment at corresponding nodes during the pressure relief process. This ultimately achieves millisecond-level coordinated control between the tire blowout simulation system and the vehicle's chassis control system, effectively improving the calibration accuracy of the tire blowout stability control strategy and the authenticity of functional verification. Simultaneously, this reporting mechanism is directly compatible with HIL benches and automated testing systems, meeting the data acquisition needs of different testing scenarios.

[0082] Optionally, the preset termination conditions include any one of the following: the air spring pressure corresponding to the target venting wheel position reaches and stabilizes at the target termination pressure, the venting execution time exceeds the preset total venting time, or a stop / reset command is received.

[0083] The target termination pressure and the preset total venting time can both be preset according to requirements.

[0084] Specifically, the air spring pressure corresponding to the target deflated wheel position reaches and stabilizes at the target termination pressure, which is the termination condition for the normal completion of the tire blowout simulation. When the real-time collected air spring pressure drops to the pre-configured target termination pressure, and the pressure fluctuation is within the allowable range and the pressure state is confirmed to be stable within the set short time window, it means that the preset pressure relief process has been fully executed according to the working condition requirements, achieving the test target of simulating the low-pressure stable state of the tire after a tire blowout. Based on this, the system determines that the deflation task is completed and triggers the termination process.

[0085] If the deflation process lasts longer than the preset total deflation time, it triggers the system's timeout protection termination condition. The preset total deflation time is the maximum allowable deflation time set during the parameter configuration phase. If, due to insufficient air pressure differential, abnormal valve opening, or other operating condition fluctuations, the deflation process continues for the preset total time without the air spring pressure dropping to the target termination pressure, the system will automatically trigger the timeout protection mechanism to forcibly terminate the deflation process. This condition is used to avoid the risk of vehicle body attitude loss due to prolonged continuous pressure relief in case of air circuit abnormalities, and to prevent unnecessary hardware wear caused by valves remaining in an actuated state for extended periods, ensuring the safety and hardware reliability of the testing process.

[0086] Receiving a stop / reset command is the termination condition for external active intervention. This command can be issued by the host computer calibration tool or diagnostic equipment via the CAN bus, or it can be triggered by a hard-wired stop switch. It is used by test personnel to actively stop the tire blowout simulation during the test based on the actual working conditions. It is suitable for scenarios such as test process adjustment and emergency intervention in abnormal working conditions, improving the controllability and operational flexibility of the test process.

[0087] The three conditions are determined by OR logic. If any condition is triggered, the subsequent valve closing and reset operations will be executed immediately, which takes into account the integrity of the normal test conditions, the safety protection of abnormal conditions, and the flexibility and controllability of manual operation.

[0088] Once any preset termination condition is met, the subsequent valve closing and pressure holding process, as well as the system reset process, will be triggered. During the reset process, the system will generate a complete event log for this tire blowout simulation, recording configuration parameters, trigger time, leakage curve, termination reason, and status data. This log can be read through the diagnostic interface for calibration and review. After completing all reset actions, the system sends a "Tire Blowout Simulation Ended" signal to the host computer, restores normal communication and control permissions, and awaits the next test command.

[0089] Optionally, the tire blowout simulation high-speed deflation function is only enabled in vehicle calibration / test mode. The gas generated during the deflation process flows back to the air tank through the closed air circuit assembly and is not emitted into the atmosphere.

[0090] In this step, the high-speed tire blowout simulation function is only enabled in vehicle calibration / test mode and is automatically disabled in mass production mode, effectively ensuring driving safety. The gas generated during the blowout process flows back to the gas tank through a closed-loop gas system, without being released into the atmosphere, effectively avoiding the risks of high-pressure air jets and environmental interference.

[0091] In summary, the technical solution provided by the embodiments of the present invention has the following beneficial effects compared with the prior art:

[0092] (1) Eliminate the tire deflation device and the external special deflation equipment to achieve tire blowout simulation calibration with zero additional hardware cost.

[0093] (2) The closed air suspension ASU system has its own solenoid valves, air circuits, sensors and controllers, without modifying the wheel rims or adding hardware.

[0094] (3) Achieve millisecond-level controllable deflation, simulate the real tire blowout pressure transient process, and support single-wheel / multi-wheel synchronous / asynchronous deflation.

[0095] (4) Achieve precise timing synchronization with the vehicle controller by CAN bus triggering, hard-wired switch triggering, host computer diagnostic triggering or HIL bench triggering.

[0096] (5) Supports unlimited repeated testing without damaging the tires or the air circuit, meeting the OEM mass production calibration requirements.

[0097] (6) The deflation process is monitorable, configurable, and has closed-loop feedback, meeting the standards for automated testing and tire blowout stability system verification.

[0098] Figure 4 This is a schematic diagram of a high-speed tire blowout simulation device based on a closed-loop air suspension (ASU) system, provided in an embodiment of the present invention. The closed-loop air suspension (ASU) system integrates a high-speed tire blowout simulation function and includes air springs for each wheel, air valves for each wheel, an air tank, and a closed-loop air circuit assembly; see also... Figure 4 The device includes a drive module 310, a data acquisition module 320, a control module 330, and a reset module 340.

[0099] The drive module 310 is used to respond to the tire blowout simulation trigger command. In the target bleed mode, according to the pre-generated enable mask of the air valve corresponding to the target bleed wheel position, a preset initial drive current is applied to the air valve corresponding to the target bleed wheel position so that the air valve corresponding to the target bleed wheel position is opened.

[0100] The acquisition module 320 is used to acquire the air spring pressure corresponding to the target bleed wheel position in real time.

[0101] The control module 330 is used to determine the target drive current based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode, so as to adjust the valve opening of the air valve corresponding to the target venting wheel position through the target drive current.

[0102] The reset module 340 is used to close the air valve corresponding to the target deflated wheel position, clear the running status flag of this tire blowout simulation, and restore the closed air suspension ASU system to normal control mode when the preset termination conditions are met.

[0103] The high-speed tire blowout simulation device based on a closed air suspension ASU system provided in this embodiment of the invention can execute the high-speed tire blowout simulation method based on a closed air suspension ASU system provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0104] Figure 5 This is a schematic diagram of an electronic device for simulating a high-speed tire blowout based on a closed air suspension (ASU) system, as provided in an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptops, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframes, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0105] like Figure 5 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 and a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded into the RAM 13 from storage unit 18. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, the ROM 12, and the RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0106] Multiple components in electronic device 10 are connected to input / output I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of monitors, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0107] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as a high-speed tire blowout simulation method based on a closed air suspension (ASU) system.

[0108] In some embodiments, a high-speed tire blowout simulation method based on a closed-loop air suspension (ASU) system can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via read-only memory (ROM) 12 and / or communication unit 19. When the computer program is loaded into random access memory (RAM) 13 and executed by processor 11, one or more steps of the high-speed tire blowout simulation method based on a closed-loop air suspension (ASU) system described above can be performed. Alternatively, in other embodiments, processor 11 can be configured in any other suitable manner to perform a high-speed tire blowout simulation method based on a closed-loop air suspension (ASU) system.

[0109] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transferring data and instructions to the storage system, the at least one input device, and the at least one output device.

[0110] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0111] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0112] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device for displaying information to a user; and a keyboard and pointing device through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with a user; for example, feedback provided to the user can be any form of sensory feedback; and input from the user can be received in any form.

[0113] The systems and technologies described herein can be implemented in computing systems that include backend components, middleware components, or frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium. Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0114] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0115] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0116] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for simulating high-speed tire blowout based on a closed air suspension (ASU) system, characterized in that, The closed-loop air suspension (ASU) system integrates a high-speed deflation simulation function for tire blowout. The closed-loop air suspension (ASU) system includes air springs for each wheel, air valves for each wheel, an air tank, and a closed-loop air circuit assembly. The method includes: In response to the tire blowout simulation trigger command, in the target deflation mode, according to the pre-generated enable mask of the air valve corresponding to the target deflation wheel position, a preset initial drive current is applied to the air valve corresponding to the target deflation wheel position so as to open the air valve corresponding to the target deflation wheel position. Real-time acquisition of the air spring pressure corresponding to the target bleed wheel position; The target driving current is determined based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode, so as to adjust the valve opening of the air valve corresponding to the target venting wheel position through the target driving current; If the preset termination conditions are met, the air valve corresponding to the target deflated wheel position is closed, the running status flag of this tire blowout simulation is cleared, and the closed air suspension (ASU) system is restored to normal control mode.

2. The method according to claim 1, characterized in that, Determining the target driving current based on the air spring pressure and the preset pressure relief curve corresponding to the target deflation mode includes: The air spring pressure is compared with a preset pressure relief curve to obtain the target driving current corresponding to the air spring pressure.

3. The method according to claim 1, characterized in that, Prior to responding to the tire blowout simulation trigger command, it also includes: When the preset tire blowout simulation enable conditions are met, the tire blowout simulation enable flag is positioned at 1; the preset tire blowout simulation enable conditions include that the vehicle is fault-free and in calibration / test mode, the closed air suspension ASU system is fault-free and receives a tire blowout simulation enable command. Read the tire blowout wheel position configuration parameters and deflation mode type parameters; The target puncture wheel position is determined based on the tire blowout wheel position configuration parameters, and the enable mask of the air valve corresponding to the target puncture wheel position is generated. The target venting mode is determined based on the venting mode type parameter.

4. The method according to claim 3, characterized in that, The tire blowout configuration parameters include single tire, two tires on the same side, two tires diagonally opposite each other, or a combination of multiple tires; the target deflation modes include real high-speed tire blowout mode, rapid deflation mode, and stepped deflation mode.

5. The method according to claim 3, characterized in that, The parameters for the venting mode type include total venting duration, pressure drop slope, target termination pressure, delay trigger time, synchronous trigger CAN ID, and venting start / end linkage signal.

6. The method according to claim 3, characterized in that, The tire blowout simulation enable command and tire blowout simulation trigger command are issued via CAN bus commands, hard-wired switches, host computer diagnostic commands, or HIL bench commands.

7. The method according to claim 1, characterized in that, During the depressurization process, the air spring pressure corresponding to the target depressurized wheel position, the drive status of the air valve corresponding to the target depressurized wheel position, the depressurization progress and timestamp signal are synchronously reported to the CAN bus at a 1ms cycle, providing millisecond-level synchronous data for the vehicle's ESC, EPS and CDC chassis control systems to achieve coordinated control.

8. The method according to claim 1, characterized in that, The preset termination conditions include any one of the following: the air spring pressure corresponding to the target deflation wheel position reaches and stabilizes at the target termination pressure, the deflation execution time exceeds the preset total deflation time, or a stop / reset command is received.

9. The method according to claim 1, characterized in that, The high-speed tire blowout simulation function is only available in vehicle calibration / test mode. The gas generated during the blowout process flows back to the air tank through the closed air circuit assembly and is not emitted into the atmosphere.

10. A high-speed tire blowout simulation device based on a closed air suspension (ASU) system, characterized in that, The closed-loop air suspension (ASU) system integrates a high-speed deflation simulation function for tire blowout. The closed-loop air suspension (ASU) system includes air springs for each wheel, air valves for each wheel, an air tank, and a closed-loop air circuit assembly. The device includes: The drive module is used to respond to the tire blowout simulation trigger command. In the target bleed mode, according to the pre-generated enable mask of the air valve corresponding to the target bleed wheel position, the drive module applies a preset initial drive current to the air valve corresponding to the target bleed wheel position so as to open the air valve corresponding to the target bleed wheel position. The data acquisition module is used to acquire the air spring pressure corresponding to the target bleed wheel position in real time; The control module is used to determine the target driving current based on the air spring pressure and the preset pressure relief curve corresponding to the target venting mode, so as to adjust the valve opening of the air valve corresponding to the target venting wheel position through the target driving current; The reset module is used to close the air valve corresponding to the target deflated wheel position, clear the running status flag of this tire blowout simulation, and restore the closed air suspension ASU system to normal control mode when the preset termination conditions are met.

Images