Vehicle control method and device and vehicle

Abstract

A vehicle control method, comprising: in response to a tire blowout indication of a first wheel of a vehicle, on the basis of the yaw rate of the vehicle, determining a second wheel needing to be controlled and control torque for the second wheel, and on the basis of the control torque for the second wheel, controlling the second wheel, thereby effectively improving the stability and safety of the vehicle. In addition, the present invention relates to a vehicle control device and a vehicle.

Description

Vehicle control methods, devices and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202410504715.4, filed on April 24, 2024, entitled "Vehicle Control Method, Apparatus and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, device, and vehicle. Background Technology

[0003] With the rapid development of the automotive industry and the increasing number of cars on the road, traffic accidents caused by tire blowouts are becoming more frequent. When a tire blows out, the tire pressure drops suddenly. This sudden drop in tire pressure alters the mechanical properties of the wheel, changing the vehicle's performance and potentially leading to a traffic accident. Therefore, ensuring vehicle safety and stability after a tire blowout is a pressing issue that needs to be addressed. Summary of the Invention

[0004] This application provides a vehicle control method, device, and vehicle. By measuring the yaw rate of the vehicle, the method determines the wheels that need to be controlled and the control torque applied to the wheels. This allows for wheel control based on the control torque after a tire blowout, effectively improving vehicle stability and safety.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] In a first aspect, a vehicle control method is provided, the method comprising: responding to a tire blowout indication of a first wheel of the vehicle, obtaining a first control torque on a second wheel based on the yaw rate of the vehicle, the second wheel being a different wheel from the first wheel; and controlling the second wheel based on the first control torque.

[0007] The solution provided in the first aspect above, by responding to the tire blowout indication of the vehicle's first wheel, determines the second wheel to be controlled and the control torque on the second wheel based on the vehicle's yaw rate, and controls the second wheel based on the control torque on the second wheel, can effectively improve the stability and safety of the vehicle. Furthermore, by controlling one of the non-blowout wheels, the response efficiency and accuracy can be improved, and the vehicle's yaw towards the blowout wheel can be effectively reduced.

[0008] As one possible implementation, the first control torque on the second wheel is obtained based on the yaw rate, including: obtaining a reference yaw rate based on the steering wheel angle and longitudinal vehicle speed; obtaining an error yaw rate based on the reference yaw rate and the yaw rate; obtaining a first yaw compensation torque based on the error yaw rate; and obtaining the first control torque on the second wheel based on the first yaw compensation torque. Thus, by using the error yaw rate between the reference yaw rate and the actually measured yaw rate, the required yaw compensation torque is obtained. The corresponding braking torque of the second wheel is then determined using the yaw compensation torque. Furthermore, by controlling the braking torque of the second wheel, the vehicle generates a corresponding yaw compensation torque, thereby ensuring the vehicle's yaw stability (lateral stability) and improving vehicle safety in the event of a tire blowout.

[0009] As one possible implementation, before obtaining the reference yaw rate based on the steering wheel angle and longitudinal vehicle speed, the method further includes: obtaining the road surface adhesion coefficient; obtaining the maximum yaw rate based on the longitudinal vehicle speed and the road surface adhesion coefficient; and obtaining the reference yaw rate based on the steering wheel angle and longitudinal vehicle speed, which includes: obtaining the desired yaw rate based on the steering wheel angle and longitudinal vehicle speed; and obtaining the reference yaw rate based on the desired yaw rate and the maximum yaw rate. Thus, obtaining the maximum yaw rate based on the road surface adhesion coefficient, and obtaining the reference yaw rate based on the maximum yaw rate and the desired yaw rate, can improve the accuracy of the reference yaw rate.

[0010] As one possible implementation, a reference yaw rate is obtained based on the desired yaw rate and the maximum yaw rate, including: when the desired yaw rate is greater than the maximum yaw rate, the reference yaw rate is the maximum yaw rate; when the desired yaw rate is less than the maximum yaw rate, the reference yaw rate is the desired yaw rate. Thus, by comparing the desired yaw rate with the maximum yaw rate to obtain the reference yaw rate, the accuracy of the reference yaw rate can be improved.

[0011] As one possible implementation, the method further includes: if the yaw rate is greater than a first preset value and the first yaw compensation torque is greater than a second preset value, the second wheel is the left rear wheel of the vehicle; if the yaw rate is greater than the first preset value and the first yaw compensation torque is less than the second preset value, the second wheel is the right front wheel of the vehicle; if the yaw rate is less than the first preset value and the first yaw compensation torque is greater than the second preset value, the second wheel is the left front wheel of the vehicle; if the yaw rate is less than the first preset value and the first yaw compensation torque is less than the second preset value, the second wheel is the right rear wheel of the vehicle. Thus, by determining the braking wheel based on the direction of the yaw rate and the yaw compensation torque, it can cover multiple tire blowout situations, and by braking only one wheel, the response is fast and accurate, and it can effectively reduce the vehicle's yaw towards the blown-out wheel.

[0012] As one possible implementation, before controlling the second wheel according to the first control torque, the method further includes: obtaining a second yaw compensation torque based on the vehicle's lateral load transfer rate; controlling the second wheel according to the first control torque includes: when the first yaw compensation torque is less than the second yaw compensation torque, controlling the second wheel according to the first control torque. Thus, by determining the braking torque through the comparison of yaw compensation torques, it is possible to avoid exceeding the vehicle's adhesion limits during braking and to effectively mitigate vehicle yaw and rollover.

[0013] As one possible implementation, the second yaw compensation moment is obtained based on the vehicle's lateral load transfer rate, including: acquiring the vehicle's target lateral load transfer rate; obtaining the error lateral load transfer rate based on the target lateral load transfer rate and the lateral load transfer rate; and obtaining the second yaw compensation moment based on the error lateral load transfer rate. Thus, by obtaining the required yaw compensation moment through the error lateral load transfer rate, and controlling it through the yaw compensation moment, the vehicle's roll stability can be ensured during a tire blowout, improving vehicle safety.

[0014] As one possible implementation, the method further includes: obtaining a second control torque for a third wheel based on a second yaw compensation torque, wherein the third wheel is different from the first wheel, and the third wheel may be the same as or different from the second wheel; when the first yaw compensation torque is greater than the second yaw compensation torque, controlling the third wheel based on the second control torque. Thus, by obtaining the required yaw compensation torque through the error lateral load transfer rate, and determining the control torque through the yaw compensation torque, and then controlling the wheel through the control torque, the vehicle's roll stability can be ensured in the event of a tire blowout, thereby improving vehicle safety.

[0015] As one possible implementation, the method further includes: if the yaw rate is greater than a first preset value and the second yaw compensation torque is greater than a second preset value, the third wheel is the left rear wheel of the vehicle; if the yaw rate is greater than the first preset value and the second yaw compensation torque is less than the second preset value, the third wheel is the right front wheel of the vehicle; if the yaw rate is less than the first preset value and the second yaw compensation torque is greater than the second preset value, the third wheel is the left front wheel of the vehicle; if the yaw rate is less than the first preset value and the second yaw compensation torque is less than the second preset value, the third wheel is the right rear wheel of the vehicle. Thus, by determining the braking wheel based on the direction of the yaw rate and the yaw compensation torque, it can cover multiple tire blowout situations, and by braking only one wheel, the response is fast and accurate, and it can effectively reduce the vehicle's yaw towards the blown-out wheel.

[0016] As one possible implementation, the first control torque on the second wheel is obtained based on the vehicle's yaw rate, including: when the vehicle's longitudinal speed is greater than a first threshold and the yaw rate is greater than a second threshold, the first control torque on the second wheel is obtained based on the vehicle's yaw rate. Thus, after a tire blowout, determining the wheel to be controlled and the control torque based on the vehicle's state allows for timely vehicle control, improving vehicle safety and saving costs.

[0017] As one possible implementation, the method further includes: when the vehicle's longitudinal speed is greater than a first threshold, the yaw rate is greater than a second threshold, and the absolute value of the vehicle's lateral load transfer rate is greater than a third threshold, obtaining a second control torque on the third wheel based on the lateral load transfer rate. Thus, after a tire blowout, determining the wheel to be controlled and the control torque based on the vehicle's condition allows for timely vehicle control, improving vehicle safety and saving costs.

[0018] In some examples, when the absolute value of the lateral load transfer rate is greater than the fourth threshold, the maximum braking torque of each wheel of the vehicle can also be obtained. Based on the maximum braking torque of each wheel, each wheel can be controlled separately. In this way, by obtaining the maximum braking torque of each wheel and braking each wheel accordingly, vehicle rollover can be effectively prevented, improving vehicle stability and safety.

[0019] In some examples, when the longitudinal vehicle speed is less than a first threshold and / or the yaw rate is less than a second threshold, the driving torque of each wheel can be obtained, and each wheel can be controlled separately based on its driving torque. In this way, by keeping the driving torque of each wheel constant, the vehicle speed remains constant, thereby improving the vehicle's stability and safety in the event of a tire blowout.

[0020] Secondly, a vehicle control device is provided, including a torque determination module and a torque output module, wherein the torque determination module is used to obtain a first control torque on a second wheel, which is a different wheel from the first wheel, in response to a tire blowout indication of a first wheel of the vehicle; the torque output module is used to control the second wheel according to the first control torque.

[0021] The solution provided in the second aspect above, by responding to the tire blowout indication of the vehicle's first wheel, determines the second wheel to be controlled and the control torque on the second wheel based on the vehicle's yaw rate, and controls the second wheel based on the control torque of the second wheel, can effectively improve the stability and safety of the vehicle. Furthermore, by controlling one of the non-blowout wheels, the response efficiency and accuracy can be improved, and the vehicle's yaw towards the blowout wheel can be effectively reduced.

[0022] In one possible implementation, the torque determination module is specifically used to: obtain a reference yaw rate based on the steering wheel angle and longitudinal vehicle speed; obtain an error yaw rate based on the reference yaw rate and the yaw rate; obtain a first yaw compensation torque based on the error yaw rate; and obtain a first control torque on the second wheel based on the first yaw compensation torque. Thus, by using the error yaw rate between the reference yaw rate and the actually measured yaw rate, the required yaw compensation torque is obtained. Using the yaw compensation torque, the corresponding braking torque of the second wheel is determined. Furthermore, by controlling the braking torque of the second wheel, the vehicle generates a corresponding yaw compensation torque, thereby ensuring the vehicle's yaw stability and improving vehicle safety in the event of a tire blowout.

[0023] As one possible implementation, before obtaining the reference yaw rate based on the steering wheel angle and longitudinal vehicle speed, the torque determination module is further used to: obtain the road surface adhesion coefficient; and obtain the maximum yaw rate based on the longitudinal vehicle speed and the road surface adhesion coefficient. Specifically, the torque determination module is used to: obtain the desired yaw rate based on the steering wheel angle and longitudinal vehicle speed; and obtain the reference yaw rate based on the desired yaw rate and the maximum yaw rate. Thus, obtaining the maximum yaw rate based on the road surface adhesion coefficient, and obtaining the reference yaw rate based on the maximum yaw rate and the desired yaw rate, can improve the accuracy of the reference yaw rate.

[0024] As one possible implementation, the torque determination module is specifically used to: when the desired yaw rate is greater than the maximum yaw rate, use the maximum yaw rate as the reference yaw rate; when the desired yaw rate is less than the maximum yaw rate, use the desired yaw rate as the reference yaw rate. Thus, by comparing the desired yaw rate with the maximum yaw rate to obtain the reference yaw rate, the accuracy of the reference yaw rate can be improved.

[0025] As one possible implementation, the torque determination module is further configured to: if the yaw rate is greater than a first set value and the first yaw compensation torque is greater than a second set value, the second wheel is the left rear wheel of the vehicle; if the yaw rate is greater than the first set value and the first yaw compensation torque is less than the second set value, the second wheel is the right front wheel of the vehicle; if the yaw rate is less than the first set value and the first yaw compensation torque is greater than the second set value, the second wheel is the left front wheel of the vehicle; and if the yaw rate is less than the first set value and the first yaw compensation torque is less than the second set value, the second wheel is the right rear wheel of the vehicle. Thus, by determining the braking wheel based on the yaw rate and the direction of the yaw compensation torque, it can cover multiple tire blowout situations, and by braking a single wheel, the response is fast and accurate, and it can effectively reduce the vehicle's yaw towards the blown-out wheel.

[0026] As one possible implementation, before controlling the second wheel based on the first control torque, the torque determination module is further configured to: obtain a second yaw compensation torque based on the vehicle's lateral load transfer rate; the torque output module is specifically configured to: control the second wheel based on the first control torque when the first yaw compensation torque is less than the second yaw compensation torque. Thus, by determining the braking torque through the comparison of yaw compensation torques, it is possible to avoid exceeding the vehicle's adhesion limits during braking and to effectively mitigate vehicle yaw and rollover.

[0027] As one possible implementation, the torque determination module is specifically used to: obtain the target lateral load transfer rate of the vehicle; obtain the error lateral load transfer rate based on the target lateral load transfer rate and the lateral load transfer rate; and obtain the second yaw compensation torque based on the error lateral load transfer rate. Thus, by obtaining the required yaw compensation torque through the error lateral load transfer rate, and controlling it through the yaw compensation torque, the vehicle's roll stability can be ensured in the event of a tire blowout, thereby improving vehicle safety.

[0028] As one possible implementation, the torque determination module is further used to: obtain a second control torque for the third wheel based on the second yaw compensation torque, wherein the third wheel is a different wheel from the first wheel, and the third wheel may be the same as or different from the second wheel; the torque output module is further used to: control the third wheel based on the second control torque when the first yaw compensation torque is greater than the second yaw compensation torque. Thus, by obtaining the required yaw compensation torque through the error lateral load transfer rate, and determining the control torque through the yaw compensation torque, and then controlling the wheel through the control torque, the vehicle's roll stability can be ensured in the event of a tire blowout, thereby improving vehicle safety.

[0029] As one possible implementation, the torque determination module is further configured to: if the yaw rate is greater than a first set value and the second yaw compensation torque is greater than a second set value, the third wheel is the left rear wheel of the vehicle; if the yaw rate is greater than the first set value and the second yaw compensation torque is less than the second set value, the third wheel is the right front wheel of the vehicle; if the yaw rate is less than the first set value and the second yaw compensation torque is greater than the second set value, the third wheel is the left front wheel of the vehicle; if the yaw rate is less than the first set value and the second yaw compensation torque is less than the second set value, the third wheel is the right rear wheel of the vehicle. Thus, by determining the braking wheel based on the yaw rate and the direction of the yaw compensation torque, it can cover multiple tire blowout situations, and by braking a single wheel, the response is fast and accurate, and it can effectively reduce the vehicle's yaw towards the blown-out wheel.

[0030] As one possible implementation, the torque determination module is specifically used to: when the vehicle's longitudinal speed is greater than a first threshold and its yaw rate is greater than a second threshold, obtain a first control torque on the second wheel based on the vehicle's yaw rate. Thus, after a tire blowout, determining the wheel to be controlled and the control torque based on the vehicle's condition allows for timely vehicle control, improving vehicle safety and saving costs.

[0031] As one possible implementation, the torque determination module is also used to: when the vehicle's longitudinal speed is greater than a first threshold, the yaw rate is greater than a second threshold, and the absolute value of the vehicle's lateral load transfer rate is greater than a third threshold, obtain a second control torque on the third wheel based on the lateral load transfer rate. Thus, after a tire blowout, determining the wheel to be controlled and the control torque based on the vehicle's condition allows for timely vehicle control, improving vehicle safety and saving costs.

[0032] In some examples, when the absolute value of the lateral load transfer rate is greater than the fourth threshold, the maximum braking torque of each wheel of the vehicle can also be obtained. Based on the maximum braking torque of each wheel, each wheel can be controlled separately. In this way, by obtaining the maximum braking torque of each wheel and braking each wheel accordingly, vehicle rollover can be effectively prevented, improving vehicle stability and safety.

[0033] In some examples, when the longitudinal vehicle speed is less than a first threshold and / or the yaw rate is less than a second threshold, the driving torque of each wheel can be obtained, and each wheel can be controlled separately based on its driving torque. In this way, by keeping the driving torque of each wheel constant, the vehicle speed remains constant, thereby improving the vehicle's stability and safety in the event of a tire blowout.

[0034] Thirdly, a vehicle control device is provided, comprising: a memory for storing computer program instructions; and a processor for executing the computer program instructions to support the vehicle control device in implementing a method as described in any of the possible embodiments of the first aspect.

[0035] Fourthly, a vehicle is provided, including a vehicle control device according to any possible embodiment of the second aspect or any possible embodiment of the third aspect.

[0036] Fifthly, a computer-readable storage medium is provided, on which computer program instructions are stored, which, when executed by a processing circuit, implement a method as described in any of the possible embodiments of the first aspect.

[0037] In a sixth aspect, a computer program product comprising instructions is provided, which, when run on a computer, causes the computer to perform a method as described in any of the possible implementations of the first aspect.

[0038] In a seventh aspect, a chip system is provided, the chip system including a processing circuit and a storage medium storing computer program instructions; when the computer program instructions are executed by the processing circuit, they implement a method as described in any of the possible implementations of the first aspect. Attached Figure Description

[0039] Figure 1 is a structural schematic diagram of a vehicle provided in an embodiment of this application;

[0040] Figure 2 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0041] Figure 3 is a schematic diagram of a wheel structure of a vehicle provided in an embodiment of this application;

[0042] Figure 4 is a schematic diagram of a wheel selection process provided in an embodiment of this application;

[0043] Figure 5 is a schematic diagram of a vehicle tire blowout scenario provided in an embodiment of this application;

[0044] Figure 6 is a flowchart illustrating the selection of control modes provided in an embodiment of this application;

[0045] Figure 7 is a schematic diagram of the control principle of different control modes provided in the embodiments of this application;

[0046] Figure 8 is a schematic diagram of a vehicle control device provided in an embodiment of this application. Detailed Implementation

[0047] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0048] The terms "comprising" and "having," and any variations thereof, used in the description of the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include other steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0049] Hereinafter, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature.

[0050] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being better or more advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0051] In the description of the embodiments in this application, unless otherwise stated, "multiple" means two or more. "And / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone.

[0052] As described in the background section, when a tire blows out, the tire pressure of the vehicle drops suddenly. This sudden drop in tire pressure alters the mechanical properties of the wheel, changing the vehicle's driving performance and potentially leading to a traffic accident. Therefore, ensuring vehicle safety and stability after a tire blowout is a pressing issue that needs to be addressed.

[0053] To ensure vehicle safety and stability after a tire blowout, conventional techniques often involve adjusting the vehicle height difference after the blowout to make the vehicle height on the side with the blown tire higher than the side without the blowout, and / or increasing the input torque on the wheel of the blown tire. However, applying input torque to the blown tire wheel can easily cause the rim to detach from the tire, posing a danger to the occupants. Furthermore, this approach is only suitable for two-wheel drive and four-wheel drive vehicles. Alternatively, conventional techniques may calculate the target steering rate of the blown vehicle based on the condition information of the blown tire and the vehicle's driving information, and then determine the braking and steering parameters based on the target steering rate. However, this method cannot provide steering when a steering wheel blows out, and the rapid deceleration on highways increases the risk of rear-end collisions.

[0054] Based on the above research, this application provides a vehicle control method that, in response to a tire blowout indication of the vehicle's first wheel, determines the second wheel to be controlled and the control torque on the second wheel based on the vehicle's yaw rate. By controlling the second wheel based on the control torque, the stability and safety of the vehicle can be effectively improved. Furthermore, by controlling one of the non-blowout wheels, the response efficiency and accuracy can be improved, and the vehicle's yaw towards the blowout wheel can be effectively reduced.

[0055] Furthermore, the vehicle control method provided in this application determines the wheels that need to be controlled and the control torque applied to those wheels based on vehicle status information. This enables tire blowout control in all scenarios (straight driving and turning), assisting the driver in easily handling tire blowout emergencies and reducing the probability of accidents. Moreover, by determining the wheels that need control based on vehicle status information, even when a steering wheel blows out, steering control can be achieved simultaneously with tire blowout control. It is also applicable to multi-drive scenarios, including two-motor drive, three-motor drive, and rear-axle distributed drive.

[0056] The vehicle control method provided in this application embodiment can be applied to vehicles, specifically, to control the stability of a vehicle when a tire blowout occurs.

[0057] For example, the vehicles described in this application embodiment can be means of transportation (such as cars, buses, subways, high-speed trains, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application embodiment does not limit the specific type, form, or function of the vehicles.

[0058] To facilitate understanding, the vehicle's structure will be described below. Please refer to Figure 1, which is a schematic diagram of a vehicle structure provided in an embodiment of this application. The vehicle 100 provided in this embodiment can be configured for manual or automatic driving modes. When the vehicle 100 is in manual driving mode, it can control itself by receiving operation information from human operators. When the vehicle 100 is in automatic driving mode, it can automatically determine the current state of itself and its surrounding environment without human intervention, and control itself based on the determined information. In some examples, the vehicle 100 can also be configured for partial automatic driving mode, that is, when the vehicle 100 is in automatic driving mode, it can receive operation information from human operators to determine the current state of itself and its surrounding environment, and control itself based on the determined information.

[0059] As shown in Figure 1, the vehicle 100 provided in this application embodiment may include various subsystems, such as a driving system 110, a sensor system 120, a control system 130, and a computer system 140.

[0060] Understandably, vehicle 100 may also include more or fewer subsystems, and each subsystem may include multiple components. For example, vehicle 100 may also include a communication system, a power supply, etc., the specifics of which will not be elaborated in the embodiments of this application. Understandably, each subsystem and component of vehicle 100 may be interconnected via wired or wireless means.

[0061] The propulsion system 110 may include components that provide power to the vehicle 100. For example, the propulsion system 110 may include an engine, an energy source, a transmission, and wheels / tires.

[0062] The engine can be an internal combustion engine, an electric motor, an air-compressed engine, or a combination of other types of engines, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air-compressed engine. The engine converts an energy source into mechanical energy. Examples of energy sources include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other electrical sources. The energy source can also provide power to other systems of the vehicle 100. A transmission can transmit the mechanical power from the engine to the wheels. The transmission may include a drive motor. In one embodiment, the transmission may also include other components, such as a clutch, a gearbox, etc.

[0063] The sensor system 120 includes various sensors for collecting vehicle data. For example, the sensor system 120 may include a steering wheel angle sensor, a yaw rate sensor, a vehicle speed sensor, an angle sensor, and a gravity sensor. Specifically, the steering wheel angle sensor collects the steering wheel angle; the yaw rate sensor collects the vehicle's yaw rate; the vehicle speed sensor collects the vehicle's longitudinal speed; the angle sensor can detect the vehicle's roll angle; and the gravity sensor detects the vehicle's weight.

[0064] As an example, sensor system 120 may also include internal sensors of the monitored vehicle 100. Examples include an in-vehicle air quality monitor, fuel gauge, and oil temperature gauge. Sensor system 120 may also include several sensors that sense information about the environment surrounding vehicle 100. For example, the sensor system may include a positioning system (which may be a Global Positioning System (GPS), a BeiDou system, or another positioning system), an inertial measurement unit (IMU), radar, optical sensors, etc.

[0065] Sensing data from one or more of these sensors can be used to detect objects and their corresponding characteristics, such as position, shape, orientation, speed, yaw rate, and steering wheel angle. This detection and identification is a key function for the safe operation of the vehicle.

[0066] The control system 130 is an operating system for controlling the vehicle 100 and its components. The control system 130 may include various components, including a steering system, a throttle, a braking unit, etc. The steering system is used to adjust the forward direction of the vehicle 100. For example, in one embodiment, the steering system may be a steering wheel system. The throttle is used to control the operating speed of the engine and thus the speed of the vehicle 100. The braking unit is used to control the deceleration of the vehicle 100. The braking unit may use friction to slow down the wheels. As an example, the braking unit includes brakes on one or more wheels, which the vehicle 100 can use to brake the wheels to slow them down. In other embodiments, the braking unit may convert the kinetic energy of the wheels into electrical current. The braking unit may also take other forms to slow down the wheel rotation speed to control the speed of the vehicle.

[0067] Understandably, the control system 130 may include additional or alternative components besides those shown and described. Alternatively, some of the components shown above may be reduced.

[0068] In this embodiment, some or all functions of vehicle 100 are controlled by computer system 140. Computer system 140 may include at least one processor and memory. The processor may be a central processing unit (CPU) or other specific integrated circuits. The processor may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. In practical applications, computer system 140 may also include multiple processors, and each processor may include one or more processor cores.

[0069] The memory may contain instructions (e.g., program logic) that can be executed by a processor to perform various functions of the vehicle 100. The memory may also contain additional instructions, including instructions to send data to one or more of the mobility system 110, sensor system 120, and control system 130; instructions to receive data from one or more of the mobility system 110, sensor system 120, and control system 130; instructions to interact with one or more of the mobility system 110, sensor system 120, and control system 130; and instructions to control one or more of the mobility system 110, sensor system 120, and control system 130.

[0070] In addition to instructions, the memory can also store data such as road maps, route information, vehicle position, direction, speed, yaw rate, lateral load transfer rate, steering wheel angle, and other relevant vehicle data. This vehicle data can be used by the vehicle 100 and the computer system 140 during operation of the vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0071] As an example, in application, computer system 140 can also be an electronic control unit (ECU) in a vehicle.

[0072] As an example, the vehicle control method provided in this application embodiment can be pre-loaded into the memory of computer system 140 in the form of a computer program. The processor of computer system 140 can execute the instructions in the memory to implement the steps of the vehicle control method provided in this application embodiment.

[0073] For ease of understanding, the vehicle control method provided in this application embodiment will be specifically described below with reference to the accompanying drawings. Please refer to Figure 2, which is a schematic flowchart of the vehicle control method provided in this application embodiment. The method shown in Figure 2 is applied to the vehicle shown in Figure 1 and can be executed by the processor in the vehicle. As shown in Figure 2, the vehicle control method provided in this application embodiment includes steps S201 to S202.

[0074] S201, in response to a tire blowout indication of the vehicle's first wheel, obtains a first control torque on the second wheel, which is a different wheel from the first wheel, based on the vehicle's yaw rate.

[0075] The first wheel refers to the wheel on the vehicle that has blown out. There can be one or more first wheels, and the specific number is not limited.

[0076] In this embodiment of the application, the processor can receive a tire blowout indication for the first wheel from other devices, or it can detect the tire data of the vehicle itself to obtain the tire blowout indication for the first wheel.

[0077] Taking a tire blowout detection sensor as an example, and the processor receiving a blowout indication from the sensor for the first wheel, the following explanation is provided. A tire blowout detection sensor is installed on the vehicle. This sensor detects each wheel and sends a tire signal for each wheel to the processor. When a wheel is not experiencing a blowout, the tire signal is low; when a blowout occurs, the tire signal is high. When the tire blowout detection sensor detects a blowout on a wheel, it sets the tire signal for that wheel to high and sends it to the processor, thus sending a blowout indication for that wheel. Upon receiving this indication, the processor responds and initiates blowout control.

[0078] The following example illustrates how a processor detects tire data from a vehicle and obtains a blowout indication for the first wheel. The processor can acquire tire data for each wheel in real time and, based on this data, detect whether a blowout has occurred at any wheel. Once the wheel that has blown out is identified, a blowout indication is issued for that wheel.

[0079] The tire data for each wheel can include, but is not limited to, tire pressure information and wheel speed information.

[0080] Taking tire pressure information as an example, vehicles are equipped with tire pressure sensors that can detect the tire pressure of each wheel in real time and feed the detected tire pressure information back to the processor. The processor can then use the tire pressure information from the tire pressure sensors to detect the wheel that has experienced a blowout.

[0081] For example, when the processor receives the tire pressure information of each wheel from the tire pressure sensor, it can obtain the current tire pressure value of each wheel based on the tire pressure information, and then detect whether the current tire pressure value of the wheel is less than the target tire pressure value. If the current tire pressure value of the wheel is less than the target tire pressure value, it is determined that the wheel has blown out, and thus responds to the blowout indication of the wheel and enters the blowout control.

[0082] For example, after the processor receives the tire pressure information of each wheel from the tire pressure sensor, it can obtain the current tire pressure value of each wheel based on the tire pressure information, then calculate the tire pressure difference between the current tire pressure value and the previously obtained tire pressure value, and check whether the tire pressure difference is greater than the target difference. If it is greater than the target difference, it is determined that the wheel has blown out, and thus responds to the tire blowout indication of the wheel and enters the tire blowout control.

[0083] Taking tire data as wheel speed information as an example, vehicles are equipped with wheel speed sensors. These sensors can detect the wheel speed information of each wheel in real time and feed the detected wheel speed information back to the processor. The processor can detect the wheel that has blown out based on the wheel speed information fed back by the wheel speed sensors. For example, when the processor receives the wheel speed information from the wheel speed sensors, it compares the wheel speed information of each wheel. If the difference between the wheel speed of a certain wheel and the wheel speed of the other wheel is greater than a set wheel speed threshold, it determines that the wheel has blown out, and thus responds to the blowout indication of that wheel and enters the blowout control.

[0084] Considering that a tire blowout may cause a vehicle to swerve, leading to instability and increasing the risk of accidents, this embodiment of the application proposes to improve vehicle stability by controlling the vehicle's yaw rate. Therefore, when the processor responds to a tire blowout indication from the first wheel and enters the blowout control state, the processor can obtain a first control torque on the second wheel based on the vehicle's yaw rate, and perform control based on this first control torque to improve vehicle stability.

[0085] Here, yaw rate refers to the vehicle's deflection about its vertical axis, and the magnitude of this deflection represents the vehicle's stability. In the embodiments of this application, yaw rate reflects the vehicle's current actual deflection.

[0086] There are several ways to obtain yaw rate. For example, it can be detected by a yaw rate sensor or calculated by the vehicle's dynamics and kinematics models. There are no specific restrictions, and it can be set according to actual needs.

[0087] In this embodiment, in order to control the vehicle in a timely manner and improve its stability during a tire blowout, the yaw rate is measured by a yaw rate sensor. For example, a yaw rate sensor is installed on the vehicle, which detects the vehicle's yaw rate and feeds the detected yaw rate back to the processor.

[0088] As an example, the processor can acquire the yaw rate of a vehicle when a tire blows out, or it can acquire the yaw rate and tire blowout information (such as tire signals and tire data) in real time, so that when a tire blows out, the processor can obtain the yaw rate of the vehicle at the time of the blowout. There are no specific limitations, and it can be set according to actual needs.

[0089] To improve the control efficiency for vehicle stability, in this embodiment, when a tire blowout occurs, control can be selectively applied to one of the wheels that did not blow out, thereby improving control efficiency. Therefore, in this embodiment, the second wheel is one of the wheels in the vehicle that did not blow out; that is, the second wheel is a different wheel from the first wheel.

[0090] In order to improve vehicle stability in the event of a tire blowout, in this embodiment of the application, the processor can calculate the required first yaw compensation torque based on the current yaw rate of the vehicle, and brake the second wheel based on the required first yaw compensation torque, thereby ensuring vehicle stability.

[0091] As an example, the processor can obtain a reference yaw rate based on the steering wheel angle and longitudinal vehicle speed, obtain an error yaw rate based on the reference yaw rate and the yaw rate, obtain a first yaw compensation torque based on the error yaw rate, and obtain a first control torque on the second wheel based on the first yaw compensation torque.

[0092] Longitudinal vehicle speed refers to the speed along the direction of the vehicle's travel. There are several ways to obtain longitudinal vehicle speed, such as detecting it through vehicle speed sensors or calculating it through vehicle dynamics and kinematic models. There are no specific restrictions, and it can be set according to actual needs.

[0093] In this embodiment, in order to control the vehicle in a timely manner and improve the vehicle's stability during a tire blowout, the longitudinal vehicle speed is measured by a vehicle speed sensor. For example, a vehicle speed sensor is installed on the vehicle, which detects the vehicle's longitudinal speed and feeds the detected longitudinal speed back to the processor.

[0094] Steering wheel angle refers to the angle through which the steering wheel is turned. As an example, vehicles are equipped with steering wheel angle sensors, which detect the steering wheel angle and feed it back to the processor.

[0095] As an example, the processor can determine the front wheel angle based on the steering wheel angle, and then determine the reference yaw rate based on the front wheel angle and the longitudinal vehicle speed. Specifically, the processor can determine the front wheel angle based on the steering wheel angle and the steering ratio; this can be found in conventional techniques and will not be elaborated upon here.

[0096] For example, the processor can obtain the reference yaw rate using formula (1) based on the front wheel steering angle and longitudinal vehicle speed.

[0097] Among them, v x For longitudinal vehicle speed, ω rFor reference yaw rate, δ is the front wheel steering angle, L is the vehicle wheelbase, and K is the stability factor. b is the wheelbase from the vehicle's center of gravity to the rear axle, a is the wheelbase from the vehicle's center of gravity to the front axle, L = a + b, c1 is the rear axle lateral stiffness, c2 is the front axle lateral stiffness, and m is the vehicle's mass.

[0098] Considering the influence of the road surface adhesion coefficient, there is a maximum limit to the yaw rate. To accurately obtain the reference yaw rate, this embodiment considers the vehicle's maximum yaw rate, thus obtaining a more accurate reference yaw rate. Based on this, before obtaining the reference yaw rate according to the steering wheel angle and longitudinal vehicle speed, the method provided in this embodiment further includes: obtaining the road surface adhesion coefficient, and obtaining the maximum yaw rate based on the longitudinal vehicle speed and the road surface adhesion coefficient.

[0099] As an example, a vehicle's tires are equipped with adhesion coefficient sensors to detect the road surface adhesion coefficient. These sensors monitor parameters such as tire deformation, pressure, vehicle speed changes, and tire noise, and identify the road surface adhesion coefficient based on these parameters. After identifying the road surface adhesion coefficient, the adhesion coefficient sensor feeds this data back to the processor, which then calculates the road surface adhesion coefficient.

[0100] As an example, optical sensors, millimeter-wave radar, and other devices can be installed on the vehicle to directly detect road surface information and identify the road adhesion coefficient based on the detected information. After identifying the road adhesion coefficient, the device can feed it back to the processor, which can then obtain the road adhesion coefficient.

[0101] The above are merely illustrative examples of obtaining the road surface adhesion coefficient in this application, and are not intended to limit the specific methods for obtaining the road surface adhesion coefficient. Other implementation methods may exist in some examples, and can be set according to actual needs.

[0102] After obtaining the road surface adhesion coefficient, the processor can determine the maximum yaw rate based on the longitudinal vehicle speed and the road surface adhesion coefficient.

[0103] For example, the processor can obtain the maximum yaw rate using formula (2) based on the longitudinal vehicle speed and the road surface adhesion coefficient. ω max =μg / v x (2)

[0104] Where, ω max The maximum yaw rate is given by μ, the road adhesion coefficient is given by g, and v is given by v. x This refers to the longitudinal speed of the vehicle.

[0105] Once the processor obtains the maximum yaw rate, it can determine the reference yaw rate based on the maximum yaw rate.

[0106] As an example, when determining the reference yaw rate based on the maximum yaw rate, the processor can determine the desired yaw rate based on the steering wheel angle and longitudinal vehicle speed, and then obtain the reference yaw rate based on the desired yaw rate and the maximum yaw rate.

[0107] Among them, based on the steering wheel angle and longitudinal vehicle speed, the processor can obtain the front wheel angle based on the steering wheel angle and steering ratio, and obtain the desired yaw rate based on the front wheel angle and longitudinal vehicle speed. For details, please refer to the description of formula (1), which will not be elaborated here.

[0108] In this embodiment of the application, in order to improve the accuracy of the reference yaw rate, the processor can compare the desired yaw rate with the maximum yaw rate, and obtain the reference yaw rate based on the comparison result. For example, when the desired yaw rate is greater than the maximum yaw rate, the reference yaw rate is the maximum yaw rate, and when the desired yaw rate is less than the maximum yaw rate, the reference yaw rate is the desired yaw rate.

[0109] Understandably, when the desired yaw rate is equal to the maximum yaw rate, the reference yaw rate can be either the desired yaw rate or the maximum yaw rate.

[0110] The above is merely an example of obtaining a reference yaw rate based on the desired yaw rate and the maximum yaw rate, and is not intended to limit the scope of the application. In some examples, other implementation methods may also be used. For instance, the average yaw rate between the desired and maximum yaw rates may be determined, and this average yaw rate may be used as the reference yaw rate.

[0111] After obtaining the reference yaw rate, the processor can compare the reference yaw rate with the yaw rate detected by the yaw rate sensor to obtain the difference between the reference yaw rate and the detected yaw rate. This difference can be characterized as the error yaw rate. That is, error yaw rate = reference yaw rate - detected yaw rate.

[0112] As an example, after the processor obtains the error yaw rate, it can use the error yaw rate as the control target and generate the first yaw compensation torque using a PI (proportional-integral) control algorithm. The working process of the PI control algorithm can be referred to conventional techniques and will not be elaborated here.

[0113] The first yaw compensation torque is calculated based on the yaw rate. The yaw compensation torque refers to the torque used to compensate for the yaw force generated by the vehicle. Once the processor obtains the first yaw compensation torque, it can then determine the first control torque for the second wheel based on this torque.

[0114] In order to stabilize the vehicle as quickly as possible and improve vehicle safety in the event of a tire blowout, in this embodiment of the application, the processor can brake the second wheel based on the required first yaw compensation torque. Therefore, the first control torque on the second wheel can be the first braking torque on the second wheel.

[0115] As an example, the processor can perform force decomposition calculations on the first yaw compensation torque based on the vehicle dynamics model and kinematic model, thereby obtaining the first braking torque on the second wheel.

[0116] S202, control the second wheel according to the first control torque.

[0117] Once the processor determines the first control torque of the second wheel, it can send the first control torque to the brake of the second wheel. The brake of the second wheel can then brake the second wheel according to the first control torque, thereby ensuring the stability of the vehicle in the event of a tire blowout and improving the vehicle's safety.

[0118] This application embodiment obtains the required yaw compensation torque by referring to the error yaw rate between the yaw rate and the actual measured yaw rate. The yaw compensation torque is then used to determine the corresponding braking torque of the second wheel. By controlling the braking torque of the second wheel, the vehicle can generate the corresponding yaw compensation torque, thereby ensuring vehicle stability and improving vehicle safety in the event of a tire blowout.

[0119] This application embodiment controls vehicle stability based on the vehicle's yaw rate after a tire blowout, effectively improving vehicle stability and safety. Furthermore, by controlling one of the non-blowout wheels after a tire blowout, this application embodiment improves response efficiency and accuracy, effectively reducing vehicle yaw towards the blown-out wheel.

[0120] Considering that different braking torques will be generated when the vehicle deflects, different yaw compensation torques will be generated when different braking torques are applied to different wheels. In order to ensure the steering performance and stability of the vehicle, in this embodiment of the application, the second wheel can be determined by detecting the obtained yaw angular velocity and the direction of the first yaw compensation torque.

[0121] For example, as shown in Figure 3, the explanation focuses on a vehicle with four wheels: the right front wheel, the right rear wheel, the left front wheel, and the left rear wheel. If the yaw rate is greater than a first preset value and the first yaw compensation torque is greater than a second preset value, the second wheel is the left rear wheel. If the yaw rate is greater than the first preset value and the first yaw compensation torque is less than the second preset value, the second wheel is the right front wheel. If the yaw rate is less than the first preset value and the first yaw compensation torque is greater than the second preset value, the second wheel is the left front wheel. If the yaw rate is less than the first preset value and the first yaw compensation torque is less than the second preset value, the second wheel is the right rear wheel.

[0122] In this embodiment of the application, the first set value is used to detect the deflection direction of the yaw rate, and the second set value is used to detect the torque direction of the yaw compensation torque.

[0123] For example, when the yaw rate is greater than a first set value, it indicates that the vehicle is turning left; when the yaw rate is less than the first set value, it indicates that the vehicle is turning right. When the first yaw compensation torque is greater than a second set value, it indicates that the first yaw compensation torque is a counterclockwise deflection about the vehicle's vertical axis; when the first yaw compensation torque is less than the second set value, it indicates that the first yaw compensation torque is a clockwise deflection about the vehicle's vertical axis.

[0124] Therefore, when the yaw rate is greater than a first set value and the first yaw compensation torque is greater than a second set value, it indicates that the vehicle is turning left and the required first yaw compensation torque is a counter-clockwise deflection around the vehicle's vertical axis. In this case, the left rear wheel of the vehicle can be braked to generate a counter-clockwise yaw compensation torque around the vehicle's vertical axis. Therefore, when the yaw rate is greater than the first set value and the first yaw compensation torque is greater than the second set value, the second wheel is the left rear wheel of the vehicle.

[0125] When the yaw rate is greater than a first set value and the first yaw compensation torque is less than a second set value, it indicates that the vehicle is turning left and the required first yaw compensation torque is a clockwise deflection about the vehicle's vertical axis. In this case, the right front wheel of the vehicle can be braked to generate a clockwise yaw compensation torque about the vehicle's vertical axis. Based on this, when the yaw rate is greater than the first set value and the first yaw compensation torque is less than the second set value, the second wheel is the right front wheel of the vehicle.

[0126] When the yaw rate is less than a first set value and the first yaw compensation torque is greater than a second set value, it indicates that the vehicle is turning right and the required first yaw compensation torque is a counter-clockwise deflection around the vehicle's vertical axis. In this case, the left front wheel of the vehicle can be braked to generate a counter-clockwise yaw compensation torque around the vehicle's vertical axis. Based on this, when the yaw rate is less than the first set value and the first yaw compensation torque is greater than the second set value, the second wheel is the left front wheel of the vehicle.

[0127] When the yaw rate is less than a first set value and the first yaw compensation torque is less than a second set value, it indicates that the vehicle is turning right and the required first yaw compensation torque is a clockwise deflection about the vehicle's vertical axis. In this case, the right rear wheel of the vehicle can be braked to generate a clockwise yaw compensation torque about the vehicle's vertical axis. Based on this, when the yaw rate is less than the first set value and the first yaw compensation torque is less than the second set value, the second wheel is the right rear wheel of the vehicle.

[0128] Understandably, the directions set by the first and second preset values ​​are merely illustrative and not intended as specific limitations. Other methods may exist in some examples. For instance, in some examples, a yaw rate greater than the first preset value may indicate a right turn, and a yaw rate less than the first preset value may indicate a left turn. Similarly, a first yaw compensation torque greater than the second preset value may indicate a clockwise deflection around the vehicle's vertical axis, and a first yaw compensation torque less than the second preset value may indicate a counter-clockwise deflection around the vehicle's vertical axis. The specific method depends on the actual requirements.

[0129] It should be noted that Figure 3 is only an example with a vehicle having four wheels. For any other number of vehicles, such as six wheels or eight wheels, the solution provided in the embodiments of this application can be used to control any one or more wheels.

[0130] As an example, the first setting is 0, and the second setting is 0.

[0131] The following example illustrates how a processor detects tire blowouts using tire pressure information, and how the processor simultaneously acquires both tire pressure and yaw rate. As shown in Figure 4, the processor acquires the yaw rate and tire pressure information. After detecting a blowout based on the tire pressure information, if a blowout is detected, the required yaw compensation torque can be determined based on the acquired yaw rate. Then, the directions of the yaw rate ω and the yaw compensation torque ΔM are detected. When the yaw rate ω > 0 and the yaw compensation torque ΔM > 0, the left rear wheel is braked, i.e., a braking torque is applied to the left rear wheel. When the yaw rate ω > 0 and the yaw compensation torque ΔM < 0, the right front wheel is braked, i.e., a braking torque is applied to the right front wheel. When the yaw rate ω < 0 and the yaw compensation torque ΔM > 0, the left front wheel is braked, i.e., a braking torque is applied to the left front wheel. When the yaw rate ω < 0 and the yaw compensation torque ΔM < 0, the right rear wheel is braked, i.e., a braking torque is applied to the right rear wheel. Specific details are shown in Table 1.

[0132] Table 1

[0133] It is understood that the above is merely an illustrative example of the specific values ​​of the first and second set values ​​in the embodiments of this application, and is not intended to be a specific limitation. The specific values ​​of the first and second set values ​​can be set according to actual needs, and the embodiments of this application do not impose specific limitations.

[0134] This application's embodiments determine the braking wheel by using the yaw rate and the direction of the yaw compensation torque, covering situations involving multiple tire blowouts. As shown in Figure 5(a), when one tire blows out, such as the left front tire, the wheel to be braked can be determined based on the calculated yaw rate and yaw compensation torque. For example, if the yaw rate and yaw compensation torque are set to be greater than 0, then braking torque can be applied to the left rear tire. As shown in Figure 5(b), when two tires blow out, such as the left front tire and the right rear tire, the wheel to be braked can also be determined based on the calculated yaw rate and yaw compensation torque. For example, if the yaw rate is set to be greater than 0 and the yaw compensation torque is less than 0, then braking torque can be applied to the right front tire.

[0135] This application embodiment brakes one wheel, which is fast, accurate, and can effectively reduce the vehicle's yaw towards the wheel with the blown tire.

[0136] Considering that a vehicle may roll over when a tire blows out, the lateral load transfer rate can also be considered in this embodiment of the application. By using the lateral load transfer rate, the yaw stability (lateral stability) and roll stability of the vehicle can be controlled when a tire blows out.

[0137] Among them, the lateral load transfer rate refers to the proportion of vehicle weight transferred from the inner wheel to the outer wheel when the vehicle is turning. It is an important indicator for describing the lateral stability and handling of a vehicle.

[0138] The lateral load transfer ratio characterizes the ratio of the difference in vertical load on each side of a vehicle to the total vertical load on both sides of the vehicle. Therefore, the lateral load transfer ratio is usually expressed as... In the formula, R is the lateral load transfer rate, and F z0 F is the vertical force on the outer wheel of the vehicle. zi R represents the vertical force on the inner wheel of the vehicle. The value of R ranges from [-1, 1]. When R = 0, the vehicle does not tilt. When the vehicle tilts, the vertical load on both tires is transferred, and at this time, the value of R is not zero.

[0139] Since the loads on the inner and outer wheels of a vehicle are difficult to measure during driving, this embodiment of the application performs a linear transformation on the lateral load transfer rate to obtain formula (3). That is, the processor can obtain the current lateral load transfer rate R through formula (3).

[0140] in, For lateral stiffness, For roll stiffness, denoted as y = y', c is the wheel track width, m is the vehicle mass, and g is the acceleration due to gravity.

[0141] As an example, the vehicle is equipped with an angle sensor and a gravity sensor. The angle sensor detects the vehicle's roll angle and feeds the detected roll angle back to the processor. The gravity sensor detects the vehicle's weight and feeds the detected weight back to the processor. In this way, the processor can obtain the roll angle and the vehicle's weight. Roll stiffness, roll width, and wheelbase are inherent parameters of the vehicle and are pre-stored in the vehicle.

[0142] In this embodiment of the application, in order to control the yaw stability and roll stability of the vehicle when a tire blows out, the processor can calculate the second yaw compensation torque of the vehicle based on the lateral load transfer rate when the vehicle rolls, and apply a braking torque to the wheels based on the second yaw compensation torque. The yaw compensation torque generated by the braking torque improves the roll state of the vehicle and enhances the roll stability of the vehicle.

[0143] As an example, the processor can obtain a second yaw compensation torque based on the vehicle's lateral load transfer rate, and then obtain a second control torque for the third wheel based on the second yaw compensation torque.

[0144] As an example, the processor can obtain the target lateral load transfer rate of the vehicle, obtain the error lateral load transfer rate based on the target lateral load transfer rate and the current lateral load transfer rate, and obtain the second yaw compensation torque based on the error lateral load transfer rate.

[0145] The target lateral load transfer rate is the lateral load transfer rate when the vehicle is not tilting. When the lateral load transfer rate is 0, the vehicle is not tilting. Therefore, as an example, the target lateral load transfer rate can be 0.

[0146] Considering that a rollover is only considered to have occurred when the absolute value of the lateral load transfer rate is greater than a set threshold, in some examples, the target lateral load transfer rate can be set according to the set threshold in order to enable the vehicle to stabilize quickly. For example, taking a set threshold of a1 as an example, the value range of the target load transfer rate can be [0, a1].

[0147] After obtaining the target lateral load transfer rate, the processor can compare the absolute value of the target lateral load transfer rate with the current lateral load transfer rate to obtain the difference between the absolute values ​​of the target and current lateral load transfer rates. This difference represents the error lateral load transfer rate, i.e., error lateral load transfer rate = target lateral load transfer rate - absolute value of the current lateral load transfer rate. Taking the current lateral load transfer rate as 'a' and the target lateral load transfer rate as A as an example, the error lateral load transfer rate = A - |a|.

[0148] As an example, once the processor obtains the error lateral load transfer rate, it can use this rate as the control target and employ a PD (proportional-derivative) control algorithm to generate a second yaw compensation torque. The working process of the PD control algorithm can be referenced from conventional techniques and will not be elaborated here.

[0149] The second yaw compensation moment is calculated based on the lateral load transfer rate. Once the processor obtains the second yaw compensation moment, it can then determine the second control moment for the third wheel.

[0150] In order to stabilize the vehicle as quickly as possible and improve vehicle safety when a tire blows out, in this embodiment of the application, the processor can brake the third wheel based on the required first yaw compensation torque. Therefore, the first control torque on the third wheel can be the second braking torque on the third wheel.

[0151] Accordingly, the processor can perform force decomposition calculation on the second yaw compensation torque based on the vehicle dynamics model and kinematic model, thereby obtaining the second braking torque on the third wheel.

[0152] Accordingly, in order to improve the control efficiency of vehicle stability, in this embodiment, the third wheel is one of the wheels in the vehicle that has not experienced a tire blowout; that is, the third wheel is a different wheel from the first wheel. In this embodiment, the third wheel may be the same as or different from the second wheel.

[0153] Accordingly, in order to ensure the steering and stability of the vehicle, in this embodiment of the application, the processor can also determine the third wheel by detecting the yaw rate and the direction of the second yaw compensation torque.

[0154] For example, consider a vehicle with four wheels: a right front wheel, a right rear wheel, a left front wheel, and a left rear wheel. If the yaw rate is greater than a first preset value and the second yaw compensation torque is greater than a second preset value, the third wheel is the left rear wheel. If the yaw rate is greater than the first preset value and the second yaw compensation torque is less than the second preset value, the third wheel is the right front wheel. If the yaw rate is less than the first preset value and the second yaw compensation torque is greater than the second preset value, the third wheel is the left front wheel. If the yaw rate is less than the first preset value and the second yaw compensation torque is less than the second preset value, the third wheel is the right rear wheel.

[0155] The specific process of determining the third wheel based on the yaw rate and the direction of the second yaw compensation torque can be referred to the above description of determining the second wheel based on the yaw rate and the direction of the first yaw compensation torque, and will not be repeated here.

[0156] After obtaining the third wheel and its second control torque, the processor can control the third wheel according to the second control torque. For example, after determining the second control torque of the third wheel, the processor can send the second control torque to the brake of the third wheel, so that the brake of the third wheel can brake the third wheel according to the second control torque, thereby ensuring the vehicle's roll stability during a tire blowout and improving vehicle safety.

[0157] In some examples, when a vehicle tire blows out, the processor can simultaneously obtain a second control torque on the second wheel based on the yaw rate and a third control torque on the third wheel based on the lateral load transfer rate.

[0158] Considering that controlling the second and third wheels simultaneously may exceed the vehicle's adhesion limits and cause a vehicle safety accident, in order to effectively reduce vehicle yaw and rollover, improve control efficiency, and also avoid exceeding the vehicle's adhesion limits during control, in this embodiment of the application, the first yaw compensation torque and the second yaw compensation torque can be compared, and the final control torque can be determined based on the comparison result.

[0159] For example, if the first yaw compensation torque is less than the second yaw compensation torque, the second wheel is controlled according to the first control torque; if the first yaw compensation torque is greater than the second yaw compensation torque, the third wheel is controlled according to the second control torque.

[0160] Understandably, when the first yaw compensation torque is equal to the second yaw compensation torque, the second wheel and the third wheel are the same. At this time, the second wheel can be controlled according to the first control torque, and the third wheel can also be controlled according to the second control torque.

[0161] This application embodiment compares the first yaw compensation torque with the second yaw compensation torque and selects the smaller yaw compensation torque to determine the control torque. This avoids exceeding the vehicle's adhesion limit during control and can effectively reduce vehicle yaw and rollover. Furthermore, selecting one wheel for control can effectively improve control efficiency.

[0162] To facilitate vehicle control, embodiments of this application can also perform control based on the vehicle's state when a tire blows out. For example, when a tire blows out, the processor can determine the wheel that needs to be controlled and the control torque applied to that wheel based on the vehicle's state information.

[0163] The processor can acquire vehicle status information when a tire blowout occurs. It can also acquire real-time vehicle status information and tire blowout information (such as tire signals and tire data), thus obtaining the vehicle's status information at the time of the blowout. Specific configurations are not limited and can be tailored to actual needs.

[0164] In this embodiment of the application, the vehicle status information includes: longitudinal vehicle speed, yaw rate, and lateral load transfer rate.

[0165] Vehicle status information reflects the vehicle's current stability. After acquiring the vehicle status information, the processor can determine the vehicle's current stability at the time of the tire blowout, and thus accurately control the vehicle based on this stability, improving vehicle safety.

[0166] Understandably, when the vehicle state information is different, the stability of the vehicle is different. Therefore, based on the vehicle state information, the wheels that need to be controlled may be different, and the control torque on the wheels may also be different.

[0167] The vehicle state information differs in one or more of the following: longitudinal vehicle speed, yaw rate, and lateral load transfer rate. For example, the vehicle state information differs when at least one of the longitudinal vehicle speed, yaw rate, and lateral load transfer rate differs.

[0168] As an example, when a vehicle experiences a tire blowout, the processor can compare the vehicle's status information with a set status threshold. Based on the comparison result, it can determine which wheel needs to be controlled and the control torque applied to that wheel.

[0169] For example, when the vehicle's longitudinal speed is greater than a first threshold and its yaw rate is greater than a second threshold, a first control torque is obtained on the second wheel based on the vehicle's yaw rate. When the vehicle's longitudinal speed is greater than the first threshold, its yaw rate is greater than the second threshold, and the absolute value of the vehicle's lateral load transfer rate is greater than a third threshold, a second control torque is obtained on the third wheel based on the lateral load transfer rate.

[0170] Specifically, when the vehicle's longitudinal speed exceeds a first threshold and its yaw rate exceeds a second threshold, it indicates that the vehicle's speed is high and its yaw is large, making it prone to sharp turns. When a tire blows out, yaw stability needs to be controlled to improve vehicle stability. Therefore, the processor can calculate the required first yaw compensation torque based on the vehicle's current yaw rate, and determine the first control torque on the second wheel based on this first yaw compensation torque. By applying the first control torque to the second wheel, yaw stability is ensured. The specific process of calculating the required first yaw compensation torque based on the yaw rate and determining the first control torque on the second wheel based on this first yaw compensation torque can be referred to the above description and will not be repeated here.

[0171] When the vehicle's longitudinal speed exceeds a first threshold, its yaw rate exceeds a second threshold, and the absolute value of its lateral load transfer rate is not less than a third threshold, it indicates that the vehicle may be turning, with significant speed and yaw, and substantial body roll, making it prone to rollover. When a tire blows out, to improve vehicle stability and prevent rollover, it is necessary to control the vehicle's roll stability. Therefore, when the longitudinal speed exceeds the first threshold, the yaw rate exceeds the second threshold, and the absolute value of the lateral load transfer rate is not less than the third threshold, the processor can calculate the vehicle's second yaw compensation torque based on the lateral load transfer rate. Based on this second yaw compensation torque, a second control torque is determined for the third wheel. By applying the second control torque to the third wheel, a yaw compensation torque is generated, which improves the vehicle's roll state and enhances its roll stability. To improve the vehicle's control response speed and accuracy, and to cover multiple tire blowouts, in this embodiment, the third wheel is one of the non-blowout wheels in the vehicle.

[0172] The processor can calculate the second yaw compensation torque of the vehicle based on the lateral load transfer rate. The specific process of determining the second control torque on the third wheel based on the second yaw compensation torque can be referred to the above description and will not be repeated here.

[0173] As an example, to further improve vehicle stability, when the longitudinal vehicle speed is greater than a first threshold, the yaw rate is greater than a second threshold, and the absolute value of the lateral load transfer rate is not less than a third threshold, the processor can simultaneously obtain a first control torque on the second wheel based on the vehicle's yaw rate, and a second control torque on the third wheel based on the lateral load transfer rate. After obtaining the first control torque on the second wheel and the second control torque on the third wheel, one of the control torques is selected for control, thereby improving vehicle stability. The process of selecting the control torque can be referred to the above description and will not be repeated here.

[0174] Understandably, when the longitudinal vehicle speed is greater than the first threshold, the yaw rate is greater than the second threshold, and the absolute value of the lateral load transfer rate is less than the third threshold, it indicates that the vehicle speed is high and the yaw rate is large, making it prone to sharp turns, but not prone to rollover. In this case, to improve efficiency, the processor can obtain the first control torque on the second wheel based solely on the vehicle's yaw rate, and control the second wheel based on the first control torque.

[0175] The vehicle control method provided in this application, when the vehicle's longitudinal speed is greater than a first threshold, the yaw rate is greater than a second threshold, and the absolute value of the lateral load transfer rate is not greater than a third threshold, determines a first control torque on the second wheel based on the yaw rate. This first control torque can then control the second wheel, causing the vehicle to generate a corresponding yaw compensation torque. This ensures the vehicle's yaw stability and improves vehicle safety in the event of a tire blowout. Similarly, when the vehicle's longitudinal speed is greater than the first threshold, the yaw rate is greater than the second threshold, and the absolute value of the lateral load transfer rate is not less than the third threshold, determines a second control torque on the third wheel based on the lateral load transfer rate. This second control torque can then control the third wheel, causing the vehicle to generate a corresponding yaw compensation torque. This ensures the vehicle's roll stability and improves vehicle safety in the event of a tire blowout.

[0176] To ensure timely vehicle control under various conditions and improve vehicle stability, this embodiment of the application can also formulate different control modes for different vehicle states. Thus, when a tire blowout occurs, the processor can determine the control mode that best suits the vehicle's stability based on the acquired vehicle state information, thereby determining which wheel needs to be controlled and the control torque applied to that wheel.

[0177] In some examples, different control modes may correspond to different vehicle control strategies, and different vehicle control strategies may correspond to different wheels and control torques. Based on this, the processor can determine the target control mode from multiple control modes according to the acquired vehicle state information, and determine the wheels to be controlled and the control torque on the wheels according to the vehicle control strategy corresponding to the target control mode.

[0178] The wheels and wheel control torques corresponding to different vehicle control strategies can be obtained based on experimental data and preset in the vehicle, or they can be calculated in real time.

[0179] In this embodiment of the application, in order to improve the stability and safety of the vehicle, the processor can calculate in real time the wheels that need to be controlled and the control torque on the wheels according to the vehicle control strategy.

[0180] For example, in this embodiment of the application, the step of determining the wheel to be controlled and the control torque on the wheel based on the vehicle status information may include:

[0181] (a) Based on vehicle status information, determine the target control mode from multiple control modes, and then determine the vehicle control strategy corresponding to the target control mode.

[0182] The target control mode can be one or more of multiple control modes.

[0183] In this embodiment, multiple control modes may include, but are not limited to, a constant speed control mode, a lateral stability control mode, a roll stability control mode, and a full braking control mode. The constant speed control mode controls the vehicle to travel at a set speed; the lateral stability control mode controls the vehicle's yaw stability; the roll stability control mode controls the vehicle's lateral stability to prevent rollover; and the full braking control mode controls vehicle stability to prevent rollover.

[0184] As an example, after obtaining the vehicle status information when a tire blows out, the processor can compare the vehicle status information with a set status threshold, and obtain the target control mode based on the comparison result.

[0185] For example, when the longitudinal vehicle speed is less than a first threshold and / or the yaw rate is less than a second threshold, the target control mode is a constant speed control mode. When the longitudinal vehicle speed is greater than the first threshold, the yaw rate is greater than the second threshold, and the absolute value of the lateral load transfer rate is less than a third threshold, the target control mode is a lateral stability control mode. When the longitudinal vehicle speed is greater than the first threshold, the yaw rate is greater than the second threshold, and the absolute value of the lateral load transfer rate is greater than the third threshold, the target control mode includes both a roll stability control mode and a lateral stability control mode. When the absolute value of the lateral load transfer rate is greater than a fourth threshold, the target control mode is a full braking control mode, where the fourth threshold is greater than the third threshold.

[0186] Specifically, when the vehicle's longitudinal speed does not exceed the first threshold, it indicates that the vehicle's speed is relatively low. In this case, if a tire blowout occurs, the vehicle can maintain a constant speed to improve stability and thus preserve its current state.

[0187] Correspondingly, when the vehicle's yaw rate is not greater than the second threshold, it indicates that the vehicle's deflection around its vertical axis is small, and the vehicle's stability is high. In this case, when a tire blows out, in order to maintain the vehicle's stability, the vehicle can maintain a constant speed, thus preserving its current state.

[0188] Based on this, when the longitudinal vehicle speed is not greater than the first threshold and / or the yaw rate is not greater than the second threshold, the processor can determine that the target control mode is constant speed control mode.

[0189] When the vehicle's longitudinal speed exceeds a first threshold and its yaw rate exceeds a second threshold, it indicates that the vehicle's speed is high and its yaw is large, making it prone to sharp turns. When a tire blows out, yaw stability needs to be controlled to improve vehicle stability. Therefore, when the longitudinal speed exceeds the first threshold and the yaw rate exceeds the second threshold, the processor can determine that the target control mode is lateral stability control mode.

[0190] When the vehicle's longitudinal speed exceeds a first threshold, its yaw rate exceeds a second threshold, and the absolute value of the lateral load transfer rate is not less than a third threshold, it indicates that the vehicle may be turning with significant speed and yaw, along with large body roll, making it prone to rollover. When a tire blows out, to improve vehicle stability and prevent rollover, it is necessary to control the vehicle's roll stability. Therefore, when the longitudinal speed exceeds the first threshold, the yaw rate exceeds the second threshold, and the absolute value of the lateral load transfer rate is not less than the third threshold, the processor can determine the target control mode as roll stability control mode, and control the vehicle to avoid rollover based on this mode.

[0191] In this embodiment, to further improve vehicle stability, yaw stability and roll stability can be controlled simultaneously. Based on this, when the longitudinal vehicle speed is greater than a first threshold, the yaw rate is greater than a second threshold, and the absolute value of the lateral load transfer rate is not less than a third threshold, the processor can determine that the target control mode includes both a lateral stability control mode and a roll stability control mode.

[0192] Understandably, when the longitudinal vehicle speed exceeds the first threshold, the yaw rate exceeds the second threshold, and the absolute value of the lateral load transfer rate is less than the third threshold, it indicates that the vehicle speed is high and the yaw is large, making it prone to sharp turns, but not prone to rollover. In this case, the processor can determine that the target control mode is the lateral stability control mode, i.e., without including the roll stability control mode.

[0193] In this embodiment, when the absolute value of the vehicle's lateral load transfer rate is greater than a fourth threshold (which is greater than a third threshold), it indicates that the vehicle has a large roll and may roll over immediately. In this situation, when a tire blowout occurs, rollover prevention is far more important than yaw stability. Based on this, when the absolute value of the lateral load transfer is greater than the fourth threshold, the processor can determine that the target control mode is the full braking control mode.

[0194] In this embodiment, the values ​​of the first threshold, second threshold, third threshold, and fourth threshold can be set according to actual needs, and there are no specific limitations. The third threshold and fourth threshold can be obtained through vehicle calibration; for example, the third threshold can be 0.2, and the fourth threshold can be 0.6.

[0195] For ease of understanding, when the absolute value of the lateral load transfer rate is not less than the third threshold and not greater than the fourth threshold, the following explanation uses the target control mode, which includes both lateral stability control mode and roll stability control mode, as an example. The first threshold is set to v0, the second threshold to ω0, the third threshold to a1, and the fourth threshold to a2. The processor detects whether a tire blowout has occurred using tire pressure information and is configured to simultaneously acquire both tire pressure information and vehicle status information. As shown in Figure 6, the processor acquires tire pressure information and vehicle status information, and detects whether a tire blowout has occurred based on the tire pressure information. When the processor detects a tire blowout, it selects the target control mode based on the acquired vehicle status information.

[0196] When the processor detects the longitudinal vehicle speed v in the vehicle status information x When v ≤ v0 and / or yaw rate ω ≤ ω0, the target control mode is determined to be constant speed control mode. When the processor detects the longitudinal vehicle speed v in the vehicle status information... xWhen v0, yaw rate ω > ω0, and lateral load transfer rate |a| ≤ a1, the target control mode is determined to be lateral stability control mode. When the processor detects the longitudinal vehicle speed v in the vehicle state information... x When v0, yaw rate ω > ω0, and lateral load transfer rate |a| > a1 and |a| ≤ a2, the target control mode is determined to include both lateral stability control mode and roll stability control mode. When the lateral load transfer rate |a| > a2 is detected in the vehicle state information, the target control mode is determined to be full braking control mode.

[0197] As an example, when a processor can simultaneously activate multiple control modes, and upon detecting a tire blowout, it determines the target control mode based on the acquired vehicle status information. For instance, the processor can simultaneously activate cruise control, lateral stability control, roll stabilization control, and full braking control. After a tire blowout, based on the acquired vehicle status information, it determines the target control mode from these modes. Specifically, if the longitudinal vehicle speed is not greater than a first threshold and / or the yaw rate is not greater than a second threshold, the processor can determine the target control mode as cruise control. If the longitudinal vehicle speed is greater than the first threshold and the yaw rate is greater than the second threshold, and the absolute value of the lateral load transfer rate is less than a third threshold, the processor can determine the target control mode as lateral stability control. If the longitudinal vehicle speed is greater than the first threshold and the yaw rate is greater than the second threshold, and the absolute value of the lateral load transfer rate is not less than the third threshold, the processor can determine that the target control mode includes both lateral stability control and roll stabilization control. If the absolute value of the lateral load transfer is greater than the fourth threshold, the processor can determine that the target control mode is the full braking control mode.

[0198] Understandably, when a processor activates multiple control modes, it can obtain the wheels that need to be controlled and the corresponding control torque in each mode. Therefore, once the processor determines the target control mode, it can control the wheels that need to be controlled in that target control mode based on the control torque corresponding to that target control mode.

[0199] The above are merely illustrative examples of determining the target control mode in this application and are not intended to limit the scope. The specific mode can be set according to actual needs. For example, in some examples, when the longitudinal vehicle speed is greater than a first threshold, the yaw rate is greater than a second threshold, and the absolute value of the lateral load transfer rate is less than a third threshold, the processor can further determine the target control mode as a combination of lateral stability control mode and constant speed control mode. When the longitudinal vehicle speed is greater than the first threshold, the yaw rate is greater than the second threshold, the absolute value of the lateral load transfer rate is not less than the third threshold, and the absolute value of the lateral load transfer rate is less than a fourth threshold, the processor can further determine the target control mode as a combination of constant speed control mode, lateral stability control mode, and roll stability control mode. Thus, when a tire blowout occurs, the vehicle's stability is controlled while maintaining its speed, improving vehicle safety, such as reducing the occurrence of rear-end collisions.

[0200] (b) Determine the wheels that need to be controlled and the control torque on the wheels based on the vehicle control strategy corresponding to the target control mode.

[0201] In this embodiment, a vehicle control strategy is configured for each control mode, and different control modes have different vehicle control strategies. For each control mode, the processor can determine the control torque on the wheels under that control mode based on the corresponding vehicle control strategy.

[0202] As shown in Figure 7, after selecting the control mode based on vehicle state information, different control strategies can be applied to different control modes. In constant speed control mode, the vehicle's longitudinal speed needs to be kept constant. Therefore, torque distribution can be performed based on the vehicle's longitudinal speed to obtain the required control torque. In lateral stability control mode, yaw stability needs to be controlled. Therefore, the first yaw compensation torque can be calculated based on the yaw rate when the vehicle yaws, and torque distribution can be performed based on this first yaw compensation torque to obtain the required control torque. In roll stability control mode, roll stability needs to be controlled. Therefore, the second yaw compensation torque can be calculated based on the lateral load transfer rate when the vehicle rolls, and torque distribution can be performed based on this second yaw compensation torque to obtain the required control torque. In full braking control mode, vehicle rollover needs to be avoided. Therefore, torque distribution can be performed based on the braking torque of each wheel to obtain the required control torque. After obtaining the required control torque, vehicle state control can be performed based on the required control torque to achieve the desired vehicle state.

[0203] Let's take cruise control mode as an example. In cruise control mode, the vehicle's speed needs to be kept constant. To maintain this constant speed, the driving torque of each wheel needs to be kept constant. Therefore, in cruise control mode, the processor can determine that the wheels to be controlled are the individual wheels of the vehicle, and the control torque of each wheel is its driving torque. These individual wheels include both the wheel that has experienced a tire blowout and the wheel that has not, specifically the first wheel, the second wheel, and the third wheel mentioned above.

[0204] For example, the processor can obtain the driving torque of each wheel at the moment before the tire blowout and use it as the control torque for each wheel. For instance, if the tire blowout occurs at time t, the processor can obtain the driving torque of each wheel at time t-1, and then, for each wheel, use the driving torque of that wheel at time t-1 as the control torque for that wheel at time t. In this way, the driving torque of each wheel can be kept constant, thereby maintaining the vehicle's speed.

[0205] Understandably, during vehicle operation, the processor can obtain the driving torque of each wheel in real time based on the vehicle dynamics model and kinematic model. Therefore, when a tire blowout occurs, the processor can obtain the driving torque of each wheel at the moment before the blowout and use the driving torque of each wheel at the moment before the blowout as the control torque of each wheel.

[0206] In the constant speed control mode of this application, that is, when the longitudinal vehicle speed is not greater than the first threshold and / or the yaw rate is not greater than the second threshold, the driving torque of each wheel is kept constant, so that the vehicle speed remains constant, thereby improving the stability and safety of the vehicle in the event of a tire blowout.

[0207] The following explanation uses lateral stability control mode as an example. In lateral stability control mode, it is necessary to control the yaw stability of the vehicle. Therefore, the processor can calculate the required first yaw compensation torque based on the current yaw rate of the vehicle. Based on the required first yaw compensation torque, the first control torque on the second wheel is determined. By applying the first control torque to the second wheel, the yaw stability of the vehicle is ensured. To improve the vehicle's control response speed and accuracy, and to cover the situation of multiple tire blowouts, in this embodiment, the second wheel is one of the non-blowout wheels in the vehicle in lateral stability control mode. The specific process of calculating the required first yaw compensation torque based on the yaw rate and determining the first control torque on the second wheel based on the required first yaw compensation torque can be referred to the above description and will not be repeated here.

[0208] The roll stabilization control mode is used as an example for explanation. In roll stabilization control mode, it is necessary to control the roll stability of the vehicle to prevent rollover. Therefore, the processor can calculate the second yaw compensation moment of the vehicle based on the lateral load transfer rate when the vehicle rolls. Based on the second yaw compensation moment, the processor determines the second control moment for the third wheel. By applying the second control moment to the third wheel, the vehicle generates a yaw compensation moment. Based on the generated yaw compensation moment, the vehicle's roll state is improved, and the vehicle's roll stability is enhanced, ensuring the vehicle's roll stability. To improve the vehicle's control response speed and accuracy, and to cover the situation of multiple tire blowouts, in this embodiment of the application, the third wheel is one of the non-blowout wheels of the vehicle in the roll stabilization control mode. The specific process of the processor calculating the second yaw compensation moment of the vehicle based on the lateral load transfer rate and determining the second control moment for the third wheel based on the second yaw compensation moment can be referred to the above description and will not be repeated here.

[0209] Let's take the full braking control mode as an example. In full braking control mode, it is necessary to brake each wheel immediately to prevent the vehicle from rolling over. Therefore, the processor can obtain the maximum braking torque of each wheel and brake each wheel according to the maximum braking torque of each wheel to prevent the vehicle from rolling over.

[0210] Based on this, in full braking control mode, the processor can determine that the wheels that need to be controlled are each wheel of the vehicle, and the control torque of each wheel is the maximum braking torque of each wheel.

[0211] In this embodiment of the application, the maximum braking torque of each wheel is pre-configured in the vehicle. When the processor obtains that the target control mode is the full braking control mode, it can obtain the maximum braking torque of each wheel from the vehicle.

[0212] In the full braking control mode of this application, that is, when the absolute value of the lateral load transfer rate is greater than the fourth threshold, the maximum braking torque of each wheel is obtained, and each wheel is braked according to the maximum braking torque of each wheel, which can effectively prevent the vehicle from overturning and improve the stability and safety of the vehicle.

[0213] After determining the wheels to be controlled and the control torque on the wheels according to the vehicle control strategy corresponding to the target control mode, the processor can control the wheels to be controlled in the target control mode according to the control torque corresponding to the target control mode.

[0214] Let's take constant speed control as an example. When the target control mode is constant speed control, the wheels to be controlled are all the wheels of the vehicle, and the control torque of the wheels is the driving torque. Therefore, when the target control mode is constant speed control, after the processor determines the driving torque of each wheel, it can send the corresponding driving torque to the drive motor of each wheel. Thus, the drive motor of each wheel can control the operation of the controlled wheel according to the driving torque corresponding to the controlled wheel, thereby ensuring the vehicle travels at a constant speed, ensuring the stability of the vehicle in the event of a tire blowout at low speed, and improving vehicle safety.

[0215] Let's take lateral stability control as an example. When the target control mode is lateral stability control, the wheel that needs to be controlled is the second wheel, and the control torque of the second wheel is the first control torque. Therefore, when the target control mode is lateral stability control, after the processor determines the first control torque of the second wheel, it can send the first control torque to the brake of the second wheel. The brake of the second wheel can then apply the first control torque to the second wheel, thereby ensuring yaw stability during a high-speed tire blowout and improving vehicle safety.

[0216] Let's take the roll stabilization control mode as an example. When the target control mode is roll stabilization control, the wheel that needs to be controlled is the third wheel, and the control torque of the third wheel is the second control torque. Therefore, when the target control mode is roll stabilization control, after the processor determines the second control torque of the third wheel, it can send the second control torque to the brake of the third wheel. The brake of the third wheel can then apply the second control torque to the third wheel, thereby ensuring the roll stability of the vehicle in the event of a high-speed tire blowout and improving vehicle safety.

[0217] Let's take the full braking control mode as an example. When the target control mode is full braking control, all wheels of the vehicle need to be controlled, and the control torque for each wheel is its maximum braking torque. Therefore, when the target control mode is full braking control, after the processor obtains the maximum braking torque of each wheel, it can send the corresponding maximum braking torque to the brakes of each wheel. Thus, the brakes of each wheel can brake the controlled wheel according to the maximum braking torque corresponding to that wheel, thereby preventing the vehicle from overturning and improving vehicle safety.

[0218] In this embodiment, when the target control mode includes both a lateral stabilization control mode and a roll stabilization control mode, the yaw compensation torques obtained from the lateral stabilization control mode and the roll stabilization control mode can be compared. Based on the comparison results, the final control torque is determined. The specific process can be referred to the above description and will not be repeated here.

[0219] The processor in this embodiment can select the most suitable control mode based on the vehicle's different states after a tire blowout. For example, it selects a constant speed control mode when driving at low speeds, a lateral stability control mode and a roll stability control mode when driving at high speeds, and a full braking control mode when the roll is critical. Thus, when the vehicle is in different driving conditions (such as low-speed straight driving, high-speed straight driving, low-speed turning, high-speed turning, etc.), if a tire blowout occurs, the processor can control the vehicle in a timely manner, effectively reducing vehicle yaw and rollover, improving vehicle safety, and saving costs.

[0220] The vehicle control method provided in this application determines the wheels to be controlled and the control torque applied to them based on vehicle state information characterizing longitudinal vehicle speed, yaw rate, and lateral load transfer rate. Thus, by determining the wheels to be controlled and the control torque applied to them based on actual vehicle state information, different wheels and control torques can be obtained based on different vehicle state information. This allows for the selection of the most suitable stability control method based on the vehicle's current driving state after a tire blowout, improving vehicle safety and saving costs.

[0221] The vehicle control method provided in this application determines the wheels to be controlled and the control torque applied to them based on vehicle status information. Different control torques can be obtained depending on the vehicle status information, thus providing tire blowout control in all scenarios (straight driving and turning), assisting the driver in easily handling tire blowout emergencies and reducing the probability of accidents. Furthermore, by determining the wheels to be controlled based on vehicle status information, even when a steering wheel blows out, steering control can be achieved simultaneously with tire blowout control. It is also applicable to multiple drive scenarios, including two-motor drive, three-motor drive, and rear axle distributed drive.

[0222] Based on the same inventive concept, please refer to Figure 8, which is a schematic diagram of the structure of the vehicle control device 150 provided in an embodiment of this application. The vehicle control device 150 shown in Figure 8 can be applied to the vehicle shown in Figure 1. As an example, the functional modules included in the vehicle control device 150 can be pre-loaded into the vehicle's memory in the form of a computer program. The vehicle's processor can execute the instructions in the memory to implement the steps of the vehicle control method provided in the embodiment of this application.

[0223] As shown in Figure 8, the vehicle control device 150 includes: an information acquisition module 151, a torque determination module 152, and a torque output module 153. The information acquisition module 151 is used to acquire the yaw rate and the tire blowout indication. The torque determination module 152 is used to obtain a first control torque on the second wheel based on the yaw rate of the vehicle in response to the tire blowout indication of the first wheel of the vehicle. The second wheel is a different wheel from the first wheel. The torque output module 153 is used to control the second wheel based on the first control torque.

[0224] For ease of description and brevity, the specific working process of the vehicle control device described above can be referred to the corresponding process in the foregoing method embodiments.

[0225] Furthermore, this application also provides a vehicle control device, including: a memory for storing computer program instructions; and a processor for executing the computer program instructions to support the vehicle control device in implementing the methods described above.

[0226] Furthermore, this application also provides a vehicle including the aforementioned vehicle control device.

[0227] This application also provides a computer-readable storage medium storing computer program instructions, which, when executed by a processing circuit, implement the functions or steps in the above-described vehicle control method.

[0228] Furthermore, embodiments of this application may also provide a computer program product containing instructions, which, when run on a computer, causes the computer to perform the functions or steps in the above-described vehicle control method.

[0229] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, the specific working processes of the chip system, computer-readable storage medium, computer program product containing instructions, and vehicle described above can be referred to the corresponding processes in the foregoing method embodiments.

[0230] The steps of the methods or algorithms described in the embodiments of this application can be implemented in hardware or by a processor executing software instructions. The software instructions can consist of corresponding software modules, which can be stored in random access memory, flash memory, erasable programmable read-only memory, electrically erasable programmable read-only memory, registers, hard disks, portable hard disks, read-only optical discs, or any other form of storage medium. One exemplary storage medium is coupled to the processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor.

[0231] In an alternative approach, when implemented in software, it can be implemented entirely or partially as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are implemented. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., digital video disk (DVD)), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0232] The above description is merely a specific implementation of the embodiments of this application, but the protection scope of the embodiments of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the embodiments of this application should be covered within the protection scope of the embodiments of this application. Therefore, the protection scope of the embodiments of this application should be determined by the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to a tire blowout indication of the first wheel of the vehicle, a first control torque is obtained on the second wheel, which is a different wheel from the first wheel, based on the yaw rate of the vehicle. The second wheel is controlled according to the first control torque.

2. The method according to claim 1, characterized in that, The step of obtaining the first control torque on the second wheel based on the yaw rate of the vehicle includes: The reference yaw rate is obtained based on the steering wheel angle and longitudinal vehicle speed; The error yaw rate is obtained based on the reference yaw rate and the yaw rate itself. The first yaw compensation torque is obtained based on the aforementioned yaw angular velocity error. Based on the first yaw compensation torque, the first control torque on the second wheel is obtained.

3. The method according to claim 2, characterized in that, Before obtaining the reference yaw rate based on the steering wheel angle and longitudinal vehicle speed, the method further includes: Obtain the road surface adhesion coefficient, and based on the longitudinal vehicle speed and the road surface adhesion coefficient, obtain the maximum yaw rate; The process of obtaining the reference yaw rate based on the steering wheel angle and longitudinal vehicle speed includes: The desired yaw rate is obtained based on the steering wheel angle and the longitudinal vehicle speed. The reference yaw rate is obtained based on the desired yaw rate and the maximum yaw rate.

4. The method according to claim 3, characterized in that, The step of obtaining the reference yaw rate based on the desired yaw rate and the maximum yaw rate includes: When the desired yaw rate is greater than the maximum yaw rate, the reference yaw rate is the maximum yaw rate; When the desired yaw rate is less than the maximum yaw rate, the reference yaw rate is the desired yaw rate.

5. The method according to any one of claims 2-4, characterized in that, The method further includes: If the yaw rate is greater than a first set value and the first yaw compensation torque is greater than a second set value, the second wheel is the left rear wheel of the vehicle. If the yaw rate is greater than the first set value and the first yaw compensation torque is less than the second set value, the second wheel is the right front wheel of the vehicle. If the yaw rate is less than the first set value and the first yaw compensation torque is greater than the second set value, the second wheel is the left front wheel of the vehicle. If the yaw rate is less than the first set value and the first yaw compensation torque is less than the second set value, the second wheel is the right rear wheel of the vehicle.

6. The method according to any one of claims 2-5, characterized in that, Before controlling the second wheel according to the first control torque, the method further includes: The second yaw compensation torque is obtained based on the lateral load transfer rate of the vehicle. The step of controlling the second wheel according to the first control torque includes: When the first yaw compensation torque is less than the second yaw compensation torque, the second wheel is controlled according to the first control torque.

7. The method according to claim 6, characterized in that, The step of obtaining the second yaw compensation moment based on the lateral load transfer rate of the vehicle includes: Obtain the target lateral load transfer rate of the vehicle; The error lateral load transfer rate is obtained based on the target lateral load transfer rate and the lateral load transfer rate. The second yaw compensation torque is obtained based on the error lateral load transfer rate.

8. The method according to claim 6 or 7, characterized in that, The method further includes: Based on the second yaw compensation torque, a second control torque is obtained for the third wheel, which is a wheel different from the first wheel, and the third wheel may be the same as or different from the second wheel; When the first yaw compensation torque is greater than the second yaw compensation torque, the third wheel is controlled according to the second control torque.

9. The method according to claim 8, characterized in that, The method further includes: If the yaw rate is greater than the first set value and the second yaw compensation torque is greater than the second set value, the third wheel is the left rear wheel of the vehicle. If the yaw rate is greater than the first set value and the second yaw compensation torque is less than the second set value, the third wheel is the right front wheel of the vehicle. If the yaw rate is less than the first set value and the second yaw compensation torque is greater than the second set value, the third wheel is the left front wheel of the vehicle. If the yaw rate is less than the first set value and the second yaw compensation torque is less than the second set value, the third wheel is the right rear wheel of the vehicle.

10. The method according to any one of claims 1-9, characterized in that, The step of obtaining the first control torque on the second wheel based on the yaw rate of the vehicle includes: When the longitudinal speed of the vehicle is greater than a first threshold and the yaw rate is greater than a second threshold, a first control torque on the second wheel is obtained based on the yaw rate of the vehicle.

11. The method according to claim 10, characterized in that, The method further includes: When the longitudinal speed of the vehicle is greater than the first threshold, the yaw rate is greater than the second threshold, and the absolute value of the lateral load transfer rate of the vehicle is greater than the third threshold, a second yaw compensation torque is obtained based on the lateral load transfer rate, and a second control torque on the third wheel is obtained based on the second yaw compensation torque.

12. A vehicle control device, characterized in that, include: Memory is used to store computer program instructions; A processor for executing the computer program instructions to support the vehicle control device in implementing the method as described in any one of claims 1-11.

13. A vehicle, characterized in that, Includes the vehicle control device as described in claim 12.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processing circuit, implement the method as described in any one of claims 1-11.

15. A computer program product containing instructions, characterized in that, When the computer program product is run on a computer, it causes the computer to perform the method as described in any one of claims 1-11.

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