Tyre burst control method and related device

Abstract

A tyre burst control method, comprising: acquiring the front steering rack force and rear steering rack force of a vehicle; determining whether there is an abnormality in the rack forces of the vehicle, and using the abnormal rack force as a target rack force; and then, on the basis of the target rack force, performing correction processing on the yaw rate of the vehicle. The present application further relates to a vehicle control system, a vehicle (100), a readable storage medium, and a program. The method is used for flexibly using different control strategies to control the vehicle in a tyre burst scenario of the vehicle, thereby ensuring the safety of the vehicle, achieving a higher detection speed, and facilitating timely discovery of an abnormality of the vehicle; and upon determining the abnormality of the vehicle, the yaw rate of the vehicle is corrected in a timely manner, thereby ensuring the driving safety of the vehicle and preventing the instability of the vehicle.

Description

Tire burst control method and related device TECHNICAL FIELD

[0001] The present application relates to the field of intelligent vehicles, in particular to a tire burst control method and related device. BACKGROUND

[0002] According to big data statistics, about 80,000 traffic accidents are caused by tire burst every year, of which about 400 people are killed and 10,000 people are injured. Tire burst of a vehicle can significantly change the mechanical properties of the tire, thereby changing parameters such as lateral force and longitudinal force of the vehicle, and the running state of the vehicle is greatly affected.

[0003] In related technologies, whether a vehicle has a tire burst is usually determined according to the tire pressure of the tire. After detecting the tire burst, a brake control mode is usually used to make the braking force generated by the normal wheel on one side corresponding to the tire burst wheel greater than or close to the sum of the rolling resistance and the braking force of the tire burst wheel, thereby effectively preventing the tire burst from deviating. However, the tire pressure detection method is slow, which cannot control the tire burst of the vehicle in time.

[0004] SUMMARY

[0005] The embodiments of the present application provide a tire burst control method and related device to solve the above technical problems.

[0006] In a first aspect, the embodiments of the present application provide a tire burst control method, which comprises:

[0007] obtaining a front steering rack force and a rear steering rack force of a vehicle;

[0008] determining a target rack force of rack force abnormality based on the front steering rack force and the rear steering rack force; the target rack force comprises the front steering rack force and / or the rear steering rack force;

[0009] correcting a yaw angular velocity of the vehicle based on the target rack force.

[0010] In the embodiments of the present application, whether the vehicle has an abnormality is determined by the rack force. The detection speed of the method is faster, which facilitates timely discovery of the abnormality of the vehicle. After determining the abnormality of the vehicle, the yaw angular velocity of the vehicle is corrected in time, thereby ensuring the driving safety of the vehicle and avoiding vehicle instability.

[0011] In some possible embodiments, after the target rack force of rack force abnormality is determined based on the front steering rack force and the rear steering rack force, the method further comprises:

[0012] determining a first abnormality duration of the target rack force;

[0013] if the first abnormal duration is greater than a first preset duration, determining the tire blowout wheel and the non-tire blowout wheel based on the target rack force;

[0014] adjusting the motor torque output by the electric power steering system, controlling the output torque by the drive system, and / or adjusting the torque of the non-tire blowout wheel.

[0015] In the embodiments of the present application, when it is determined that the rack force of the vehicle is continuously abnormal, the stability of the vehicle can be controlled by adjusting the motor torque output by the EPS in the vehicle. On this basis, the output torque of the drive system in the vehicle and / or the torque of the non-tire blowout wheel can also be adjusted.

[0016] In some possible embodiments, the method further comprises:

[0017] determining whether the data detected by the motion sensor is abnormal, and if so, determining a second abnormal duration of the detected abnormal data;

[0018] if the second abnormal duration is greater than a second preset duration, determining the tire blowout wheel and the non-tire blowout wheel based on the target rack force;

[0019] adjusting the motor torque output by the electric power steering system, controlling the output torque by the drive system, and / or adjusting the torque of the non-tire blowout wheel.

[0020] In the embodiments of the present application, the motion sensor can also be used to determine whether the vehicle has a tire blowout, ensuring that the tire blowout can be quickly determined when it occurs and appropriate measures can be taken.

[0021] In some possible embodiments, the method further comprises:

[0022] determining whether the data detected by the wheel speed sensor is abnormal, and if so, determining a third abnormal duration of the detected abnormal data;

[0023] if the third abnormal duration is greater than a third preset duration, determining the tire blowout wheel and the non-tire blowout wheel based on the target rack force;

[0024] adjusting the motor torque output by the electric power steering system, controlling the output torque by the drive system, and / or adjusting the torque of the non-tire blowout wheel.

[0025] In the embodiments of the present application, the wheel speed sensor can also be used to determine whether the vehicle has a tire blowout, ensuring that the tire blowout can be quickly determined when it occurs and appropriate measures can be taken.

[0026] In some possible embodiments, the method further comprises:

[0027] determining whether the data detected by the wheel speed sensor is abnormal, and if so, determining a third abnormal duration of detecting abnormal data;

[0028] if the third abnormal duration is greater than a third preset duration, determining a tire burst wheel and a non-tire burst wheel based on the target rack force;

[0029] adjusting the motor torque output by the electric power steering system, controlling the output torque through the drive system, and / or adjusting the torque of the non-tire burst wheel.

[0030] In the embodiments of the present application, the occurrence of tire burst of the vehicle can also be determined through the wheel speed sensor, ensuring that the tire burst can be quickly determined and appropriate measures can be taken when the tire burst occurs.

[0031] In some possible embodiments, the method further includes:

[0032] detecting the tire pressure of the vehicle;

[0033] if it is determined that the tire pressure of the vehicle drops suddenly, determining a tire burst wheel and a non-tire burst wheel based on the tire pressure of the vehicle;

[0034] adjusting the motor torque output by the electric power steering system, controlling the output torque through the drive system, and / or adjusting the torque of the non-tire burst wheel.

[0035] In the present application, the occurrence of tire burst of the vehicle is determined when the tire pressure drops suddenly, and appropriate measures are taken in time, ensuring the driving safety of the vehicle.

[0036] In some possible embodiments, the adjusting the motor torque output by the electric power steering system includes:

[0037] obtaining the state information, the current angular velocity and the current steering wheel angle of the vehicle;

[0038] obtaining a steering wheel angle threshold and an angular velocity threshold based on the state information, the current angular velocity and the current steering wheel angle;

[0039] adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle and the steering wheel angle threshold.

[0040] In the embodiments of the present application, by adjusting the motor torque of the electric power steering system, the risk of vehicle instability caused by the steering misoperation of the driver when the tire burst occurs is reduced.

[0041] In some possible embodiments, the state information comprises radar information and image information, and the obtaining the steering wheel angle threshold value and the angular velocity threshold value according to the state information, the current angular velocity, and the current steering wheel angle comprises:

[0042] determining a drivable area according to the radar information and the image information;

[0043] obtaining the steering wheel threshold value and the angular velocity threshold value according to the state information, the current angular velocity, and the drivable area.

[0044] In the embodiments of the present application, the drivable area is an area within the lane line of the vehicle and without collision with obstacles, and the collision of the vehicle is avoided by determining the drivable area.

[0045] In some possible embodiments, the adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold value, the current steering wheel angle, and the steering wheel angle threshold value comprises:

[0046] determining a first difference value according to the current angular velocity and the angular velocity threshold value;

[0047] determining a second difference value according to the current steering wheel angle and the steering wheel angle threshold value;

[0048] if the first difference value is greater than a first difference threshold value and / or the second difference value is greater than a second difference threshold value, reducing the motor torque of the electric power steering system;

[0049] if the first difference value is less than the third difference threshold value and the second difference value is less than the second difference threshold value, controlling the motor torque of the electric power steering system to be a preset motor torque threshold value.

[0050] In the embodiments of the present application, when the first difference value of the vehicle is greater than the first difference threshold value and / or the second difference value is greater than the second difference threshold value, it indicates that the vehicle has a collision risk (i.e., the vehicle may drive out of the lane line or collide with obstacles), and the motor torque of the EPS is reduced to suppress the misoperation of the driver.

[0051] In some possible embodiments, the state information comprises radar information and image information, and if it is determined that the tire pressure of the vehicle suddenly drops, before the adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold value, the current steering wheel angle, and the steering wheel angle threshold value, the method further comprises:

[0052] determining a drivable area according to the radar information and the image information;

[0053] adjust the current angle and / or torque of the steering wheel of the vehicle according to the drivable region.

[0054] In the embodiments of the present application, the drivable region is first determined according to the state information of the vehicle, and then the current angle and / or torque of the steering wheel is adjusted based on the drivable region to correct the driving track of the vehicle.

[0055] In some possible embodiments, after the current angle and / or torque of the steering wheel of the vehicle is adjusted according to the drivable region, the method further comprises:

[0056] obtaining the current torque of the steering wheel;

[0057] If the duration of the current torque exceeds the preset torque duration, and the current torque is opposite to the direction of the motor torque, and the torque difference between the current torque and the motor torque is greater than the preset torque threshold, a first difference value is determined according to the current angular velocity and the angular velocity threshold, and a second difference value is determined according to the steering wheel angle and the steering wheel angle threshold; if the first difference value is greater than a first difference threshold, and / or the second difference value is greater than a second difference threshold, the motor torque of the electric power steering system is reduced; if the first difference value is less than the first difference threshold, and the second difference value is less than the second difference threshold, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold.

[0058] In the embodiments of the present application, if the current torque direction applied by the user to the steering wheel is opposite to the direction of the motor torque and the duration is relatively long, it indicates that the user has made a misoperation due to panic, and then an antagonism with the EPS is generated. After determining that the driver and the EPS have an antagonism, the motor torque of the EPS is adjusted in order to reduce the risk of collision.

[0059] In some possible embodiments, the method further comprises:

[0060] outputting a tire burst prompt in the display screen of the vehicle, and / or outputting a tire burst voice through a voice playing device, and / or controlling a tire burst fault light to be turned on.

[0061] In the embodiments of the present application, the safety of the vehicle is further ensured through the tire burst prompt, voice and light turning on, and other operations, and other vehicles are reminded that the vehicle has a tire burst.

[0062] In some possible embodiments, the correction processing of the yaw angular velocity of the vehicle based on the target rack force comprises:

[0063] If the target rack force includes a front steering rack force, the yaw angular velocity of the vehicle is corrected by controlling the steering angle of the rear wheel.

[0064] if the target rack force includes a rear steering rack force, or a front steering rack force and a rear steering rack force, correcting the yaw angular velocity of the vehicle by controlling a braking force or a driving force of the non-flat-tire wheel; wherein the non-flat-tire wheel is obtained according to the target rack force.

[0065] In the embodiments of the present application, different control strategies are provided, and when the rack force of the vehicle is abnormal, the vehicle can select the correct control strategy according to the abnormal situation to ensure stable driving of the vehicle.

[0066] In a second aspect, the embodiments of the present application provide a vehicle control system, the system comprising:

[0067] a detection unit configured to obtain a front steering rack force and a rear steering rack force of the vehicle;

[0068] a control unit configured to determine a target rack force of a rack force abnormality based on the front steering rack force and the rear steering rack force; the target rack force comprising: the front steering rack force and / or the rear steering rack force;

[0069] an executor configured to correct the yaw angular velocity of the vehicle based on the target rack force.

[0070] In some possible embodiments, the control unit is further configured to: determine a first abnormal duration of the target rack force; and if the first abnormal duration is greater than a first preset duration, determine the flat-tire wheel and the non-flat-tire wheel based on the target rack force.

[0071] The executor is further configured to: adjust the motor torque output by the electric power steering system, control the output torque by the driving system, and / or adjust the torque of the non-flat-tire wheel.

[0072] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the motion sensor is abnormal, and if the data is abnormal, determine a second abnormal duration of the abnormal data; and if the second abnormal duration is greater than a second preset duration, determine the flat-tire wheel and the non-flat-tire wheel based on the target rack force.

[0073] The executor is further configured to: adjust the motor torque output by the electric power steering system, control the output torque by the driving system, and / or adjust the torque of the non-flat-tire wheel.

[0074] In some possible embodiments, the control unit is further configured to: determine whether the data detected by the wheel speed sensor is abnormal, and if the data is abnormal, determine a third abnormal duration of the abnormal data; and if the third abnormal duration is greater than a third preset duration, determine the flat-tire wheel and the non-flat-tire wheel based on the target rack force.

[0075] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0076] In some possible embodiments, the control unit is further configured to determine whether the data detected by the wheel speed sensor is abnormal, and if so, determine a third abnormal duration of the detected abnormal data; and if the third abnormal duration is greater than a third preset duration, determine the flat tire and the non-flat tire based on the target rack force.

[0077] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0078] In some possible embodiments, the control unit is further configured to detect the tire pressure of the vehicle, and if it is determined that the tire pressure of the vehicle drops suddenly, determine the flat tire and the non-flat tire based on the tire pressure of the vehicle.

[0079] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0080] In some possible embodiments, the executor is specifically configured to:

[0081] Obtain the state information, the current angular velocity, and the current steering wheel angle of the vehicle.

[0082] Obtain the steering wheel angle threshold and the angular velocity threshold based on the state information, the current angular velocity, and the current steering wheel angle.

[0083] Adjust the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

[0084] In some possible embodiments, the state information includes radar information and image information, and the executor is specifically configured to:

[0085] Determine the drivable area based on the radar information and the image information.

[0086] Obtain the steering wheel threshold and the angular velocity threshold based on the state information, the current angular velocity, and the drivable area.

[0087] In some possible embodiments, the executor is specifically configured to:

[0088] Determine a first difference value based on the current angular velocity and the angular velocity threshold.

[0089] Determine a second difference value based on the steering wheel angle and the steering wheel angle threshold.

[0090] if the first difference is greater than a first difference threshold value, and / or, the second difference is greater than a second difference threshold value, then reducing the motor torque of the electric power steering system;

[0091] if the first difference is less than a third difference threshold value, and the second difference is less than a second difference threshold value, then controlling the motor torque of the electric power steering system to be a preset motor torque threshold value.

[0092] In some possible embodiments, the state information includes radar information and image information, and the executor is specifically configured to:

[0093] determining a drivable area according to the radar information and the image information;

[0094] adjusting a current angle and / or torque of a steering wheel of the vehicle according to the drivable area.

[0095] In some possible embodiments, the executor is further configured to:

[0096] obtaining a current torque of the steering wheel;

[0097] if a duration of the current torque exceeds a preset torque duration, and the current torque is opposite to the motor torque, and a torque difference between the current torque and the motor torque is greater than a preset torque threshold value, then determining a first difference according to the current angular velocity and an angular velocity threshold value, determining a second difference according to the steering wheel angle and a steering wheel angle threshold value, if the first difference is greater than a first difference threshold value, and / or, the second difference is greater than a second difference threshold value, then reducing the motor torque of the electric power steering system, if the first difference is less than a first difference threshold value, and the second difference is less than a second difference threshold value, then controlling the motor torque of the electric power steering system to be a preset motor torque threshold value.

[0098] In some possible embodiments, the executor is further configured to:

[0099] outputting a tire burst prompt in a display screen of the vehicle, and / or outputting a tire burst voice through a voice playing device, and / or controlling a tire burst fault light to be on.

[0100] In some possible embodiments, the executor is specifically configured to:

[0101] if the target rack force includes a front steering rack force, then correcting the yaw angular velocity of the vehicle by controlling a steering angle of the rear wheel;

[0102] if the target rack force includes a rear steering rack force, or a front steering rack force and a rear steering rack force, then correcting the yaw angular velocity of the vehicle by controlling a braking force or a driving force of a non-tire-burst wheel; wherein the non-tire-burst wheel is obtained according to the target rack force.

[0103] In a third aspect, an embodiment of the present application provides a vehicle, comprising: a processor and a memory, the memory being configured to store a program; and the processor being configured to execute the program to implement the tire burst control method according to the first aspect.

[0104] In a fourth aspect, an embodiment of the present application provides a readable storage medium, which stores a program, and when the program is executed on a vehicle, the vehicle implements the tire burst control method according to the first aspect.

[0105] In a fifth aspect, an embodiment of the present application provides a program, and when the program is executed on a processor of a vehicle, the vehicle implements the tire burst control method according to the first aspect.

[0106] In a possible design, the program in the fifth aspect can be stored, in whole or in part, on a storage medium packaged together with the processor, or stored, in part or in whole, on a memory not packaged together with the processor. BRIEF DESCRIPTION OF DRAWINGS

[0107] FIG. 1 is a structural schematic diagram of a vehicle according to an embodiment of the present application;

[0108] FIG. 2 is a schematic diagram of an overall flow of a tire burst control method according to an embodiment of the present application;

[0109] FIG. 3 is a schematic diagram of a flow of determining whether the rack force is continuously abnormal according to a tire burst control method according to an embodiment of the present application;

[0110] FIG. 4 is a schematic diagram of a flow of determining whether the IMU continuously detects abnormal data according to a tire burst control method according to an embodiment of the present application;

[0111] FIG. 5 is a schematic diagram of a flow of determining whether the WSS continuously detects abnormal data according to a tire burst control method according to an embodiment of the present application;

[0112] FIG. 6 is a schematic diagram of a flow of determining whether the vehicle has a tire burst according to a tire burst control method according to an embodiment of the present application;

[0113] FIG. 7 is a schematic diagram of a flow of adjusting the motor torque of the EPS in the vehicle according to a tire burst control method according to an embodiment of the present application;

[0114] FIG. 8 is a schematic diagram of a drivable area according to a tire burst control method according to an embodiment of the present application;

[0115] FIG. 9 is a schematic diagram of a flow of adjusting the motor torque of the electric power steering system according to a tire burst control method according to an embodiment of the present application;

[0116] FIG. 10 is a schematic diagram of three intervention modes of vehicle control according to a tire burst control method according to an embodiment of the present application;

[0117] FIG. 11 is a schematic diagram of an overall flow of a tire blowout control method according to an embodiment of the present application;

[0118] FIG. 12 is a schematic diagram of a vehicle control system according to an embodiment of the present application. DETAILED DESCRIPTION

[0119] In the embodiments of the present application, unless otherwise specified, the character " / " represents a relationship of one or the other of the associated objects before and after. For example, A / B can represent A or B. "And / or" describes the relationship of the associated objects, which means that there can be three relationships. For example, A and / or B can represent three cases of A alone, A and B together, and B alone.

[0120] It should be noted that the "first", "second", and the like in the embodiments of the present application are only used for distinguishing purposes of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features, nor can it be understood as indicating or implying the order.

[0121] In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. In addition, "at least one of the following" or the like means any combination of the items, which can include any combination of single item or multiple items. For example, at least one of A, B or C can represent A, B, C, A and B, A and C, B and C, or A, B and C. Each of A, B and C can be an element or a set containing one or more elements.

[0122] In the embodiments of the present application, "example", "in some embodiments", "in another embodiment", and the like are used to represent an example, illustration or description. Any embodiment or design scheme described as "example" in the present application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. Rather, the word "example" is intended to present the concept in a specific manner.

[0123] In the embodiments of the present application, "of", "corresponding" and "corresponding" can be used interchangeably at times, and it should be noted that the meanings to be expressed are consistent when the distinction is not emphasized. In the embodiments of the present application, communication and transmission can be used interchangeably at times, and it should be noted that the meanings to be expressed are consistent when the distinction is not emphasized. For example, transmission can include sending and / or receiving, and can be a noun or a verb.

[0124] Equal to involved in the embodiments of the present application can be used with greater than, applicable to greater than the technical solutions adopted, also can be used with less than, applicable to less than the technical solutions adopted. It should be noted that when equal to is used with greater than, it cannot be used with less than; when equal to is used with less than, it cannot be used with greater than.

[0125] According to big data statistics, about 80000 traffic accidents are caused by tire burst every year, of which about 400 people die and 10000 people are injured. Vehicle tire burst will significantly change the mechanical properties of the tire, thereby changing the parameters such as lateral force and longitudinal force of the automobile, and the running state of the vehicle will be greatly affected. The sharp increase in rolling resistance of the burst tire is a major factor leading to deviation, because the rolling resistance coefficient of the burst tire is about 30 times larger than that of the normal tire, so the rolling resistance of the burst tire is larger than that of the normal tire. The driver's misoperation under this short-term extreme working condition is easy to cause the vehicle to enter an uncontrollable unstable state, thereby causing serious traffic accidents. The driver's incorrect reaction operation when the front wheel bursts will cause the rim to be stuck, resulting in a rollover, and the driver's incorrect reaction operation when the rear wheel bursts will cause the car to spin out of control.

[0126] To solve the above problems, in the related art, the tire pressure of the tire is usually used to determine whether the vehicle has burst, and after detecting the burst, the brake control mode is usually used to make the braking force generated by the normal wheel on one side of the burst wheel greater than or close to the sum of the rolling resistance and the braking force of the burst wheel, thereby effectively preventing the burst direction from deviating; however, the tire pressure detection method is slow, which cannot control the vehicle burst in time.

[0127] Based on the above problems, the present application provides a burst control method and related equipment to solve the above problems. The inventive concept of the present application can be summarized as follows: by acquiring the front steering rack force and the rear steering rack force of the vehicle, it is determined whether the rack force in the vehicle is abnormal, and the abnormal rack force is taken as the target rack force, and then the target rack force is used to correct the yaw angular velocity of the vehicle.

[0128] In the embodiments of the present application, the rack force is used to determine whether the vehicle from the wheel is abnormal, the detection speed of this method is faster, which is convenient for timely discovery of the abnormality of the vehicle, and the yaw angular velocity of the vehicle is corrected in time after the abnormality of the vehicle is determined, thereby ensuring the driving safety of the vehicle and avoiding the instability of the vehicle.

[0129] In order to further understand the burst control method provided by the embodiments of the present application, the burst control method provided by the embodiments of the present application will be described in detail below with reference to the accompanying drawings:

[0130] As shown in FIG. 1, it is a structural schematic diagram of the vehicle 100 provided by the embodiments of the present application.

[0131] The vehicle 100 can include at least one processor and at least one memory communicatively coupled to the processor, wherein the memory stores program instructions executable by the processor, and the processor invoking the program instructions can perform the method provided by the embodiments shown herein.

[0132] FIG. 1 shows a block diagram of an exemplary vehicle 100 suitable for implementing the embodiments herein. The vehicle 100 shown in FIG. 1 is merely an example and should not be taken as limiting the functionality or applicability of the embodiments herein.

[0133] As shown in FIG. 1, components of the vehicle 100 can include, but are not limited to, one or more processors 110, a memory 120, a communication bus 140 connecting different system components including the memory 120 and the processor 110, and a communication interface 130.

[0134] The communication bus 140 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration bus, a processor or local bus using any of a variety of bus architectures including Industry Standard Architecture (ISA), Micro Channel Architecture (MCA), Enhanced ISA (EISA), Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.

[0135] The vehicle 100 typically includes a variety of computer system readable media. These media can be any available media that is accessible by a computer, including both volatile and non-volatile media, removable and non-removable media.

[0136] Memory 120 can include computer system readable media in the form of volatile memory, such as random access memory (RAM) and / or cache memory. The device can further include other removable / non-removable, volatile / non-volatile computer system storage media. Although not shown, a disk drive can provide data storage and / or recording for the device. In such a case, each drive can comprise one or more disks, red laser discs, digital versatile discs (DVDs), or other optical and / or physical media storage. Each drive can be connected to the communication bus 140 by one or more data media interfaces. The memory 120 can include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of embodiments of the application.

[0137] The program / utility, having a set (at least one) of program modules, can be stored in memory 120 by way of example, and not limitation, as well as an operating system, one or more application programs, other program modules, and program data. Each of the operating system, one or more application programs, other program modules, and program data or some combination thereof, can include an implementation of a networking environment.

[0138] Vehicle 100 can also communicate with one or more external devices such as a keyboard or a pointing device, a display, etc. This device can also communicate with one or more devices that enable a user to interact with device 100, and / or any devices (e.g., a network card, a modem, etc.) that enable device 100 to communicate with one or more other devices. Such communication can occur via communication interface 130. Furthermore, vehicle 100 can communicate with one or more networks (such as a Local Area Network (LAN), a Wide Area Network (WAN), and / or the Internet) through a network adapter (not shown in FIG. 1) that can be part of or communicatively coupled to communication bus 140. It will be appreciated that other hardware and / or software modules can be used in conjunction with vehicle 100, such as microcode, device drivers, redundant processing units, external disk drive arrays, Redundant Arrays of Independent Drives (RAID) systems, tape drives, data archival storage systems, etc., although they are not shown in FIG. 1.

[0139] Processor 110 performs various function applications and data processing by running programs stored in memory 120, such as implementing the method provided by the embodiments herein.

[0140] It can be understood that the interface connection relationship between the modules shown in the embodiments herein is only illustrative and does not constitute a structural limitation of vehicle 100. In other embodiments herein, vehicle 100 can also use different interface connection manners or combinations of multiple interface connection manners in the above embodiments.

[0141] As shown in FIG. 2, it is a schematic diagram of the overall flow of a tire blowout control method provided by the embodiments herein, wherein:

[0142] In step 201, the front steering rack force and the rear steering rack force of the vehicle are obtained.

[0143] In the embodiments herein, the front steering rack force is the rack force corresponding to the front wheels, and the rear steering rack force is the rack force corresponding to the rear wheels. When obtaining the rack force of the vehicle, the input torque (i.e., the torque applied on the steering wheel) and the output torque (i.e., the torque applied on the output shaft by the EPS motor) of the Electric Power Steering (EPS) column can be read by the related software in the vehicle, and then the transmission ratio of the EPS is used to convert the front steering rack force and the rear steering rack force of the vehicle.

[0144] It should be noted that the method shown in the embodiments of the present application is only one method for obtaining rack force, and the method for obtaining rack force is not limited. In a specific implementation, the method for obtaining rack force can be set according to the needs.

[0145] In step 202, the target rack force of rack force anomaly is determined based on the front rack force and the rear rack force. The target rack force includes the front rack force and / or the rear rack force.

[0146] In the embodiments of the present application, when the rack force in the vehicle is abnormal, only the front rack force may be abnormal, or only the rear rack force may be abnormal, or both the front rack force and the rear rack force may be abnormal. In the present application, in order to facilitate description, the determined abnormal rack force is taken as the target rack force.

[0147] In step 203, the yaw angular velocity of the vehicle is corrected based on the target rack force.

[0148] In the embodiments of the present application, after the target rack force is determined, different methods can be used to correct the yaw angular velocity of the vehicle according to the different target rack forces, which can quickly identify the position of the axle where the tire burst occurs, realize early control of stability without affecting the driving experience, and solve the problem of slow detection speed and control lag in the related art.

[0149] In some possible embodiments, the yaw angular velocity of the vehicle is corrected based on the target rack force. Specifically, if the target rack force includes the front rack force, the yaw angular velocity of the vehicle is corrected by controlling the steering angle of the rear wheel; if the target rack force includes the rear rack force, or the front rack force and the rear rack force, the yaw angular velocity of the vehicle is corrected by controlling the braking force or the driving force of the non-burst wheel; wherein the non-burst wheel is obtained according to the target rack force.

[0150] That is, in the embodiments of the present application, when only the front rack force is abnormal, it indicates that the rear wheel can operate normally, and therefore the yaw angular velocity of the vehicle can be corrected by controlling the steering angle of the rear wheel; when the rear wheel is abnormal, or both the front wheel and the rear wheel are abnormal, the steering angle of the rear wheel cannot be accurately controlled at this time, and therefore the braking torque or the driving torque of the non-burst wheel can be controlled to correct the yaw angular velocity of the vehicle.

[0151] In the embodiments of the present application, different control strategies are set. When the rack force of the vehicle is abnormal, the vehicle can select the correct control strategy according to the abnormal situation to ensure stable driving of the vehicle.

[0152] In some possible embodiments, after determining that the rack force of the vehicle is abnormal, the yaw angular velocity of the vehicle is corrected, but if the duration of the abnormal rack force of the vehicle is long, only correcting the yaw angular velocity of the vehicle cannot guarantee the stable driving of the vehicle, and therefore, while the yaw angular velocity of the vehicle is corrected, the steps shown in FIG. 3 can also be implemented, in which:

[0153] In step 301, the first abnormal duration of the target rack force is determined.

[0154] In the embodiment of the present application, after the abnormal target rack force is determined, the abnormal duration of the rack force can be timed and determined.

[0155] In step 302, if the first abnormal duration is greater than a first preset duration, the tire blowout wheel and the non-tire blowout wheel are determined based on the target rack force.

[0156] When the abnormal duration of the target rack force is greater than the first preset duration, it indicates that the correction of the yaw angle of the vehicle does not enable the vehicle to drive stably, and therefore, the vehicle needs to be further controlled to ensure the stable driving of the vehicle.

[0157] In step 303, the motor torque output by the electric power steering system is adjusted, the output torque of the driving system is controlled, and / or the torque of the non-tire blowout wheel is adjusted.

[0158] In the embodiment of the present application, when the rack force of the vehicle is continuously abnormal, the stability of the vehicle can be controlled by adjusting the motor torque output by the EPS in the vehicle. On this basis, the output torque of the driving system in the vehicle and / or the torque of the non-tire blowout wheel can also be adjusted.

[0159] When the vehicle blows out, in addition to detecting that the rack force of the vehicle is abnormal, the inertial measurement unit (IMU) in the vehicle and the wheel speed sensor (WSS) in the vehicle also detect abnormal data, and therefore, when the abnormal data detected by the IMU or the WSS lasts for a long time, it can also be determined that the vehicle blows out. In some possible embodiments, the steps shown in FIG. 4 can be implemented, in which:

[0160] In step 401, it is determined whether the data detected by the motion sensor is abnormal, and if so, the second abnormal duration of the abnormal data is determined.

[0161] In the embodiment of the present application, the IMU is used to detect the acceleration and yaw rate of the vehicle, and if the acceleration and / or yaw rate of the vehicle is detected to be abnormal, it is determined that the data is detected to be abnormal, and the timing is started when it is determined that the data is detected to be abnormal, and if the abnormal duration is short, it is indicated that the vehicle has been stabilized by the method shown in FIG. 2, or it is indicated that the vehicle does not have an abnormality.

[0162] In step 402, if the second abnormal duration is greater than the second preset duration, the tire burst wheel and the non-tire burst wheel are determined based on the target rack force.

[0163] In the embodiment of the present application, when it is determined that the abnormal duration of the data detected by the IMU is greater than the second preset duration, it is indicated that the vehicle is still in an unstable state, and therefore the vehicle needs to be controlled further to ensure stable driving of the vehicle.

[0164] In step 403, the motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the driving system, and / or the torque of the non-tire burst wheel is adjusted.

[0165] The specific implementation of this step is the same as that of step 303, which will not be described here.

[0166] In some other possible embodiments, the specific implementation can be as shown in FIG. 5, in which:

[0167] In step 501, it is determined whether the data detected by the wheel speed sensor is abnormal, and if it is abnormal, the third abnormal duration of the abnormal data is determined.

[0168] In the embodiment of the present application, the WSS is used to detect the speed of the wheel of the vehicle, and if the speed of the wheel of the vehicle is detected to be abnormal, it is determined that the data is detected to be abnormal, and the timing is started when it is determined that the data is detected to be abnormal, and if the abnormal duration is short, it is indicated that the vehicle has been stabilized by the method shown in FIG. 2, or it is indicated that the vehicle does not have an abnormality.

[0169] In step 502, if the third abnormal duration is greater than the third preset duration, the tire burst wheel and the non-tire burst wheel are determined based on the target rack force.

[0170] In the embodiment of the present application, when it is determined that the abnormal duration of the data detected by the WSS is greater than the third preset duration, it is indicated that the vehicle is still in an unstable state, and therefore the vehicle needs to be controlled further to ensure stable driving of the vehicle.

[0171] In step 503, the motor torque output by the electric power steering system is adjusted, and the output torque is controlled by the driving system, and / or the torque of the non-tire burst wheel is adjusted.

[0172] The specific implementation of this step is the same as that of step 303 or step 403, and will not be repeated here.

[0173] It should be noted that the execution order of the method shown in FIGS. 4 and 5 in the embodiments of the present application is not limited to the execution order of the method shown in FIG. 2, that is, the vehicle can simultaneously detect the rack force, the wheel speed, the vehicle yaw rate, and the acceleration, and take corresponding measures according to different abnormalities in the vehicle; the method shown in FIG. 3 can be implemented after the target rack force is determined by the method shown in FIG. 2.

[0174] It can be understood that the method shown in FIG. 2 takes corresponding measures to control the vehicle immediately after detecting the rack force abnormality, the method shown in FIG. 3 needs to accumulate to the first preset time length on the basis of FIG. 2 before starting to control the vehicle, and the methods shown in FIGS. 4 and 5 also need to wait for a corresponding time length to control the vehicle, so the control methods in the above FIGS. 2-5 of the present application can be divided into two parts, fast intervention (the method shown in FIG. 2) and medium-speed intervention (the methods shown in FIGS. 3-5).

[0175] In the embodiments of the present application, the fast intervention can quickly identify the position of the tire burst wheel on the axle, realize early control of stability without affecting the driving experience, and solve the problem of slow detection speed and control intervention lag in the related art; the method of medium-speed intervention reduces the risk of vehicle instability caused by driver misoperation when the tire burst occurs.

[0176] In some possible embodiments, the method shown in FIG. 6 can also be used to determine whether the vehicle has a tire burst, wherein:

[0177] In step 601, the tire pressure of the vehicle is detected.

[0178] In the embodiments of the present application, the tire pressure in the vehicle can be detected by a tire pressure sensor in the vehicle.

[0179] In step 602, if it is determined that the tire pressure of the vehicle has a sudden drop, the tire burst wheel and the non-tire burst wheel are determined according to the tire pressure of the vehicle.

[0180] When it is determined that the tire pressure in the vehicle has a sudden drop, it means that the vehicle has a tire burst, at this time, the wheel with a sudden drop in tire pressure can be taken as a tire burst wheel, and the other wheels can be taken as non-tire burst wheels.

[0181] In step 603, the motor torque output by the electric power steering system is adjusted, the output torque is controlled by the driving system, and / or the torque of the non-tire burst wheel is adjusted.

[0182] It should be noted that, in the embodiments of the present application, there is no correlation between the execution order of the steps shown in FIG. 6 and the execution order of the steps in FIGS. 2-5 described above, that is, the rack force, wheel speed, vehicle yaw rate, acceleration, and tire pressure can be detected at the same time, and corresponding measures can be taken according to different abnormalities in the vehicle. It can be understood that the tire pressure detection process is usually slow, so the method shown in FIG. 6 can be used as a slow intervention.

[0183] It can be obtained from the above that after the vehicle tire burst is determined by the methods of FIGS. 3-6, the output torque of the driving system needs to be controlled and the torque of the non-burst wheel also needs to be adjusted. For example, the current yaw rate of the vehicle is obtained, the distribution of the braking / driving force of each wheel is adjusted, the braking / driving force of the non-burst wheel is controlled to balance the yaw moment generated by the burst tire, so that the yaw rate of the vehicle reaches the target value. At the same time, in order to avoid the vehicle from further losing stability due to continuous acceleration after the tire burst, the driving system limits the torque according to the vehicle speed, and the higher the vehicle speed, the smaller the upper limit of the torque. The method of controlling the output torque of the driving system and the method of adjusting the torque of the non-burst wheel in the present application are the same as in the related art, and will not be described here.

[0184] In some possible embodiments, when adjusting the motor torque of the EPS in the vehicle, it can be implemented as the steps shown in FIG. 7, wherein:

[0185] In step 701, the state information of the vehicle, the current angular velocity, and the current steering wheel angle are obtained.

[0186] In the embodiments of the present application, the state information of the vehicle includes but is not limited to radar information and image information, which can be obtained by radar and camera devices in the vehicle. The current angular velocity of the vehicle can be obtained by the IMU in the vehicle, and the current steering wheel angle can be obtained by the torque and angle sensor (TAS).

[0187] In step 702, the steering wheel angle threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity, and the current steering wheel angle.

[0188] In the embodiments of the present application, according to the state information obtained by the radar, camera, and other devices, the obstacles and lane lines around the vehicle can be identified. Then, according to the current vehicle speed and steering wheel angle, the corresponding steering wheel angle and angular velocity when the vehicle collides or deviates from the lane within a specified time threshold are identified, and the corresponding steering wheel angle and angular velocity when the vehicle collides or deviates from the lane are taken as the driving safety boundary of the vehicle.

[0189] Therefore, in some possible embodiments, the steering wheel angle threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity, and the current steering wheel angle, and specifically can be implemented as follows: the drivable area is determined according to the radar information and the image information; and the steering wheel threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity, and the drivable area.

[0190] The drivable area is an area that is within the lane line of the vehicle and does not collide with an obstacle, as shown in FIG. 8, for the vehicle A, the shaded part is the drivable area. After the drivable area is obtained, the steering wheel threshold and the angular velocity threshold can be obtained by predicting the corresponding steering wheel angle and the angular velocity of the vehicle when the vehicle exceeds the drivable area.

[0191] In step 703, the motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

[0192] In the method shown in FIGS. 3-5, it is necessary to reduce the risk of vehicle instability caused by the steering misoperation of the driver when a tire blowout occurs, and therefore the motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold, and specifically can be implemented as shown in FIG. 9, wherein:

[0193] In step 901, a first difference value is determined according to the current angular velocity and the angular velocity threshold.

[0194] In step 902, a second difference value is determined according to the steering wheel angle and the steering wheel angle threshold.

[0195] In step 903, if the first difference value is greater than a first difference threshold, and / or the second difference value is greater than a second difference threshold, the motor torque of the electric power steering system is reduced.

[0196] In the embodiments of the present application, when the first difference value of the vehicle is greater than the first difference threshold and / or the second difference value is greater than the second difference threshold, it indicates that the vehicle has a collision risk (i.e., the vehicle can run out of the lane line or collide with an obstacle), and it is necessary to reduce the motor torque of the EPS to achieve the purpose of inhibiting the misoperation of the driver.

[0197] The motor torque of the EPS is inversely proportional to the first difference value and the second difference value, that is, the closer the first difference value is to the first difference threshold or the closer the second difference value is to the second difference threshold, the smaller the motor torque is. Therefore, in the process of adjusting the motor torque of the EPS, the motor torque needs to be adjusted in real time according to the first difference value and the second difference value to ensure the safe driving of the vehicle.

[0198] In step 904, if the first difference value is less than the third difference threshold value, and the second difference value is less than the second difference threshold value, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold value.

[0199] In the embodiments of the present application, if the first difference value is less than the third difference threshold value, and the second difference value is less than the second difference threshold value, it indicates that the vehicle has exceeded the drivable area, and at this time the motor torque needs to be reduced to the preset motor torque threshold value.

[0200] That is, in the moderate intervention method of the embodiments of the present application, steering assist correction is added to reduce the assist when the driver makes a sharp turn, thereby reducing the risk of vehicle instability caused by the driver's misoperation when a tire burst occurs.

[0201] In the method shown in FIG. 6, after confirming the tire burst, the safe driving space of the vehicle after the tire burst (i.e., the drivable area) is first calculated, and the steering wheel of the vehicle is adjusted according to the safe driving space. When the driver exists misoperation to cause the driver to confront the EPS, the collision risk after the tire burst is reduced as much as possible on the premise of retaining the driver's operation right.

[0202] Based on this, before adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold value, the current steering wheel angle, and the steering wheel angle threshold value, it is necessary to first implement: determining the drivable area according to the radar information and the image information; and adjusting the current angle and / or torque of the steering wheel of the vehicle according to the drivable area.

[0203] That is, in the embodiments of the present application, the drivable area is first determined according to the state information of the vehicle, and then the current angle and / or torque of the steering wheel is adjusted based on the drivable area to correct the driving track of the vehicle.

[0204] After correcting the driving track of the vehicle, it is necessary to determine whether the driver confronts the EPS, and therefore it can be implemented: obtaining the current torque of the steering wheel; if the duration of the current torque exceeds a preset torque duration, and the current torque is opposite to the direction of the motor torque, and the torque difference between the current torque and the motor torque is greater than a preset torque threshold value, it is determined that the driver confronts the EPS.

[0205] In the embodiments of the present application, if the direction of the current torque applied by the user to the steering wheel is opposite to the direction of the motor torque and the duration is relatively long, it indicates that the user has misoperation due to panic, and thus confronts the EPS.

[0206] After determining that the driver confronts the EPS, in order to reduce the collision risk, at this time the motor torque of the EPS can be adjusted by using the steps shown in FIG. 9.

[0207] In this case, in order to further ensure the safety of the vehicle, the other vehicles are reminded that the vehicle has a tire burst, so the following can also be implemented: outputting a tire burst prompt in the display screen of the vehicle, and / or outputting a tire burst voice through a voice playing device, and / or controlling the tire burst fault light to turn on.

[0208] In some possible embodiments, after the vehicle is controlled by the above method, the following method can be implemented to determine whether to end the control process: determining whether the vehicle enters a safe state; if it is determined that the vehicle enters the safe state and the duration of entering the safe state exceeds a preset safe duration threshold, stopping the correction processing of the yaw angular velocity of the non-burst wheel, and shutting down the driving system and the electric power steering system.

[0209] That is, in the embodiments of the present application, if the vehicle enters a safe state and the duration of maintaining the safe state exceeds a preset safe duration threshold, the above control measures can be stopped, and once the vehicle enters a non-safe state (abnormal rack force, long duration of abnormal rack force / WSS / IMU, sudden drop in tire pressure) from a certain time, the corresponding control measures are selected again according to the abnormal type of the vehicle to ensure the safe driving of the vehicle.

[0210] As can be known from the above analysis, as shown in FIG. 10, three intervention modes of vehicle control are provided in the embodiments of the present application, which are fast intervention, medium-speed intervention and slow-speed intervention, wherein:

[0211] The condition for fast intervention is that the detected rack force is abnormal; the control means adopted is that the steering angle of the rear wheel is controlled to correct the yaw angular velocity of the vehicle, or the braking force or driving force of the non-burst wheel is controlled to correct the yaw angular velocity of the vehicle.

[0212] The condition for medium-speed intervention is that the rack force is continuously abnormal / the data detected by the IMU is continuously abnormal / the data detected by the WSS is continuously abnormal; the control means adopted is that the motor torque of the EPS is adjusted according to the current angular velocity of the vehicle, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

[0213] The condition for slow-speed intervention is that it is determined that the tire pressure of the vehicle suddenly drops; the control means adopted is that the driving trajectory of the vehicle is corrected, it is determined whether the user is in confrontation with the EPS, the motor torque of the EPS is adjusted according to the current angular velocity of the vehicle, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold when the user is in confrontation with the EPS, a tire burst prompt is output in the display screen of the vehicle, and / or a tire burst voice is output through a voice playing device, and / or the tire burst fault light is controlled to turn on.

[0214] In FIG. 10, the response speed of the fast intervention is the fastest, but the degree of control of the vehicle is the smallest, the response speed of the slow intervention is slower, but the degree of control of the vehicle is the largest, so the three intervention modes are simultaneously arranged in the vehicle, and different control strategies can be adopted according to the situation of the vehicle to flexibly control the vehicle.

[0215] In order to facilitate further understanding, the tire burst control method provided in the embodiments of the present application is described as a whole below, as shown in FIG. 11,

[0216] In step 1100, tire burst detection is started.

[0217] In the embodiments of the present application, the tire burst detection process can be performed periodically or in real time, which is not limited in the present application.

[0218] In step 1101, the front steering rack force and the rear steering rack force of the vehicle are acquired.

[0219] The specific implementation of this step is the same as that of step 201, which will not be repeated here.

[0220] In step 1102, it is determined whether there is an abnormal target rack force based on the front steering rack force and the rear steering rack force; the target rack force includes the front steering rack force and / or the rear steering rack force; if yes, go to step 1103, otherwise go to step 1112.

[0221] The specific implementation of this step is the same as that of step 201, which will not be repeated here.

[0222] In step 1103, it is determined whether the target rack force is the front axle rack force; if yes, go to step 1104, otherwise go to step 1105.

[0223] In step 1104, the yaw angular velocity of the vehicle is corrected by controlling the steering angle of the rear wheel.

[0224] In the embodiments of the present application, when only the front steering rack force is abnormal, it indicates that the rear wheel can operate normally, so the yaw angular velocity of the vehicle can be corrected by controlling the steering angle of the rear wheel.

[0225] In step 1105, the yaw angular velocity of the vehicle is corrected by controlling the braking force or driving force of the non-burst wheel.

[0226] When the rear wheel is abnormal, or both the front wheel and the rear wheel are abnormal, the steering angle of the rear wheel cannot be accurately controlled at this time, so the braking torque or driving torque of the non-burst wheel can be controlled to correct the yaw angular velocity of the vehicle.

[0227] In step 1106, it is determined whether the first abnormal duration of the target rack force is greater than a first preset duration. If yes, step 1109 is entered. Otherwise, step 1112 is entered.

[0228] The specific implementation of this step is the same as that of step 301 and step 302, and will not be repeated here.

[0229] In step 1107, it is determined whether the second abnormal duration of the motion sensor is greater than a second preset duration. If yes, step 1109 is entered. Otherwise, step 1112 is entered.

[0230] The specific implementation of this step is the same as that of step 401 and step 402, and will not be repeated here.

[0231] In step 1108, it is determined whether the third abnormal duration of the wheel speed sensor is greater than a third preset duration. If yes, step 1109 is entered. Otherwise, step 1112 is entered.

[0232] The specific implementation of this step is the same as that of step 501 and step 502, and will not be repeated here.

[0233] In step 1109, the tire burst wheel and the non-tire burst wheel are determined based on the target rack force.

[0234] In step 1110, the motor torque output by the electric power steering system is adjusted.

[0235] In step 1111, the output torque is controlled by the driving system, and / or the torque of the non-tire burst wheel is adjusted.

[0236] The specific implementation of this step is the same as that of step 503, and will not be repeated here.

[0237] In step 1112, the tire pressure of the vehicle is detected.

[0238] The specific implementation of this step is the same as that of step 601, and will not be repeated here.

[0239] In step 1113, it is determined whether the tire pressure of the vehicle drops suddenly. If yes, step 1109 is entered. Otherwise, step 1112 is entered.

[0240] In step 1114, the drivable area is determined according to the state information of the vehicle, and the current angle and / or torque of the steering wheel are adjusted based on the drivable area.

[0241] In step 1115, it is determined whether the driver is in confrontation with the EPS. If yes, step 1110 is entered. Otherwise, step 1111 is entered.

[0242] In step 1112, the current process is ended.

[0243] Based on the same inventive concept, the embodiment of the present application also provides a vehicle control system, as shown in FIG. 12, which comprises a detection unit, a control unit and an executor.

[0244] The detection unit comprises a tire pressure sensor, an IMU, a TAS, a steering angle sensor and an EPS current acquisition resistor. The tire pressure sensor is used to check the tire pressure of the vehicle, the IMU is used to detect the acceleration and yaw rate of the vehicle, the TAS is used to detect the steering wheel angle and the steering wheel torque, the steering angle sensor is used to detect the steering angle of the steering system, and the EPS current acquisition resistor is used to acquire the sensor of the front steering assist motor current, which is used to reflect the torque and ground resistance.

[0245] The control unit comprises a rack force estimation module, a tire burst detection module and a tire burst control module. The rack force estimation module is used to determine whether the rack force in the vehicle is abnormal, the tire burst detection module is used to determine whether the data detected by the IMU / WSS is continuously abnormal, and the tire burst control module is used to control the executor.

[0246] The executor comprises a drive motor (single motor, multi-motor system), a hydraulic brake system (including an electronic mechanical brake system), a front steering assist motor (including a steer-by-wire motor) and a rear wheel steering system.

[0247] When a tire burst occurs, the detection system determines the type of abnormality in the vehicle according to the signals sent by different sensors, and then starts the executor to control the vehicle through the control unit.

[0248] The process of the vehicle control system provided by the embodiment of the present application in executing the above tire burst control method is described below:

[0249] The detection unit is used to acquire the front steering rack force and the rear steering rack force of the vehicle.

[0250] The control unit is used to determine a target rack force of the rack force abnormality based on the front steering rack force and the rear steering rack force. The target rack force comprises the front steering rack force and / or the rear steering rack force.

[0251] The executor is used to correct the yaw rate of the vehicle based on the target rack force.

[0252] In some possible embodiments, the control unit is further used to determine a first abnormal duration of the target rack force, and determine a tire burst wheel and a non-tire burst wheel based on the target rack force if the first abnormal duration is greater than a first preset duration.

[0253] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0254] In some possible embodiments, the control unit is further configured to determine whether the data detected by the motion sensor is abnormal, and if so, determine a second abnormal duration of the abnormal data; and if the second abnormal duration is greater than a second preset duration, determine the flat tire and the non-flat tire based on the target rack force.

[0255] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0256] In some possible embodiments, the control unit is further configured to determine whether the data detected by the motion sensor is abnormal, and if so, determine a third abnormal duration of the abnormal data; and if the third abnormal duration is greater than a third preset duration, determine the flat tire and the non-flat tire based on the target rack force.

[0257] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0258] In some possible embodiments, the control unit is further configured to determine whether the data detected by the motion sensor is abnormal, and if so, determine a third abnormal duration of the abnormal data; and if the third abnormal duration is greater than a third preset duration, determine the flat tire and the non-flat tire based on the target rack force.

[0259] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0260] In some possible embodiments, the control unit is further configured to detect the tire pressure of the vehicle; and if it is determined that the tire pressure of the vehicle drops suddenly, determine the flat tire and the non-flat tire based on the tire pressure of the vehicle.

[0261] The executor is further configured to adjust the motor torque output by the electric power steering system and control the output torque through the driving system, and / or adjust the torque of the non-flat tire.

[0262] In some possible embodiments, the executor is specifically configured to:

[0263] acquire state information, a current angular velocity, and a current steering wheel angle of the vehicle;

[0264] The steering wheel angle threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity and the current steering wheel angle;

[0265] The motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle and the steering wheel angle threshold.

[0266] In some possible embodiments, the state information includes radar information and image information, and the executor is specifically configured to:

[0267] A drivable area is determined according to the radar information and the image information;

[0268] The steering wheel threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity and the drivable area.

[0269] In some possible embodiments, the executor is specifically configured to:

[0270] A first difference value is determined according to the current angular velocity and the angular velocity threshold;

[0271] A second difference value is determined according to the steering wheel angle and the steering wheel angle threshold;

[0272] If the first difference value is greater than a first difference threshold and / or the second difference value is greater than a second difference threshold, the motor torque of the electric power steering system is reduced;

[0273] If the first difference value is less than a third difference threshold and the second difference value is less than a second difference threshold, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold.

[0274] In some possible embodiments, the state information includes radar information and image information, and the executor is specifically configured to:

[0275] A drivable area is determined according to the radar information and the image information;

[0276] The current angle and / or torque of the vehicle steering wheel are adjusted according to the drivable area.

[0277] In some possible embodiments, the executor is further configured to:

[0278] The current torque of the steering wheel is obtained;

[0279] If the duration of the current torque exceeds the preset torque duration, and the current torque is opposite to the motor torque direction, and the torque difference between the current torque and the motor torque is greater than the preset torque threshold, then a first difference value is determined according to the current angular velocity and the angular velocity threshold; a second difference value is determined according to the steering wheel angle and the steering wheel angle threshold; if the first difference value is greater than a first difference threshold, and / or the second difference value is greater than a second difference threshold, then the motor torque of the electric power steering system is reduced; if the first difference value is less than the first difference threshold, and the second difference value is less than the second difference threshold, then the motor torque of the electric power steering system is controlled to be a preset motor torque threshold.

[0280] In some possible embodiments, the executor is further configured to:

[0281] outputting a tire burst prompt in a display screen of the vehicle, and / or outputting a tire burst voice through a voice playing device, and / or controlling a tire burst fault light to be on.

[0282] In some possible embodiments, the executor is specifically configured to:

[0283] If the target rack force includes the front steering rack force, the yaw angular velocity of the vehicle is corrected by controlling the steering angle of the rear wheel;

[0284] If the target rack force includes the rear steering rack force, or the front steering rack force and the rear steering rack force, the yaw angular velocity of the vehicle is corrected by controlling the braking force or the driving force of the non-tire-burst wheel; wherein the non-tire-burst wheel is obtained according to the target rack force.

[0285] The embodiment of the present application further provides a readable storage medium, the readable storage medium stores a program, and when the program runs on an electronic device, the vehicle executes the method provided in the embodiment of the present application.

[0286] The embodiment of the present application further provides a program product, the program product includes a program, and when the program runs on a vehicle, the vehicle executes the method provided in the embodiment of the present application.

[0287] In the embodiment of the present application, "at least one" means one or more, and "multiple" means two or more. The "and / or" describes the association relationship between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B, which means that A exists alone, A and B exist together, and B exists alone. Wherein A and B can be singular or plural. The character " / " generally represents an "or" relationship between the front and rear associated objects. "At least one of the following" and similar expressions mean any combination of these items, including any combination of single or multiple items. For example, at least one of a, b and c can mean: a, b, c, a and b, a and c, b and c, or a and b and c, wherein a, b, and c can be single or multiple.

[0288] Those skilled in the art can clearly understand that the units and algorithm steps described in the embodiments disclosed herein can be realized by electronic hardware, computer software and a combination of the two. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solutions. Those skilled in the art can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0289] Those skilled in the art can clearly understand that, for the convenience and brevity of the description, the specific working processes of the above-described system, device and unit can refer to the corresponding processes in the foregoing method embodiments, which will not be described here.

[0290] In several embodiments provided in the present application, any function realized in the form of a software function unit and sold or used as an independent product can be stored in a readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part of the technical solutions that make contributions to the prior art or the part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing an apparatus (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the embodiments of the present application. The foregoing storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0291] The above is merely specific embodiments of the present application, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. The protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method of tire blowout control, characterized by, The method comprises: acquiring front and rear steering rack forces of the vehicle; determining a target rack force of the rack force anomaly based on the front and rear steering rack forces; the target rack force comprises a front steering rack force and / or a rear steering rack force; correcting the yaw angular velocity of the vehicle based on the target rack force.

2. The method of claim 1, wherein, After the determination of the target rack force of the rack force anomaly based on the front and rear steering rack forces, the method further comprises: determining a first abnormal duration of the target rack force; if the first abnormal duration is greater than a first preset duration, determining a tire burst wheel and a non-tire burst wheel based on the target rack force; adjusting the motor torque output by the electric power steering system, controlling the output torque through the drive system, and / or adjusting the torque of the non-tire burst wheel.

3. The method according to any of claims 1 or 2, characterized in that, The method further comprises: determining whether the data detected by the motion sensor is abnormal, and if it is abnormal, determining a second abnormal duration of the detected abnormal data; if the second abnormal duration is greater than a second preset duration, determining a tire burst wheel and a non-tire burst wheel based on the target rack force; adjusting the motor torque output by the electric power steering system, controlling the output torque through the drive system, and / or adjusting the torque of the non-tire burst wheel.

4. The method according to any of claims 1 or 2, characterized in that, The method further comprises: determining whether the data detected by the motion sensor is abnormal, and if it is abnormal, determining a second abnormal duration of the detected abnormal data; if the second abnormal duration is greater than a second preset duration, determining a tire burst wheel and a non-tire burst wheel based on the target rack force; adjusting the motor torque output by the electric power steering system, controlling the output torque through the drive system, and / or adjusting the torque of the non-tire burst wheel.

5. The method of claim 3, wherein, The method further comprises: determining whether the data detected by the motion sensor is abnormal, and if it is abnormal, determining a second abnormal duration of the detected abnormal data; if the second abnormal duration is greater than a second preset duration, determining a tire burst wheel and a non-tire burst wheel based on the target rack force; adjusting the motor torque output by the electric power steering system, controlling the output torque through the drive system, and / or adjusting the torque of the non-tire burst wheel.

6. The method of claim 1, wherein, The method further comprises: detecting the tire pressure of the vehicle; if it is determined that the tire pressure of the vehicle has dropped suddenly, determining a tire burst wheel and a non-tire burst wheel based on the tire pressure of the vehicle; adjusting the motor torque output by the electric power steering system, controlling the output torque through the drive system, and / or adjusting the torque of the non-tire burst wheel.

7. The method according to any of claims 2-6, characterized by, The adjustment of the motor torque output by the electric power steering system comprises: acquiring state information, current angular velocity, and current steering wheel angle of the vehicle; obtaining a steering wheel angle threshold and an angular velocity threshold based on the state information, the current angular velocity, and the current steering wheel angle; adjusting the motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle, and the steering wheel angle threshold.

8. The method of claim 7, wherein, The state information includes radar information and image information, and the steering wheel angle threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity and the current steering wheel angle, including: A drivable area is determined according to the radar information and the image information; The steering wheel threshold and the angular velocity threshold are obtained according to the state information, the current angular velocity and the drivable area.

9. The method of claim 7, wherein, The motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle and the steering wheel angle threshold, including: A first difference value is determined according to the current angular velocity and the angular velocity threshold; A second difference value is determined according to the steering wheel angle and the steering wheel angle threshold; If the first difference value is greater than a first difference threshold value, and / or the second difference value is greater than a second difference threshold value, the motor torque of the electric power steering system is reduced; If the first difference value is less than the first difference threshold value, and the second difference value is less than the second difference threshold value, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold value. The state information includes radar information and image information, and if it is determined that the tire pressure of the vehicle suddenly drops, before the motor torque of the electric power steering system is adjusted based on the current angular velocity, the angular velocity threshold, the current steering wheel angle and the steering wheel angle threshold, the method further includes:

10. The method of claim 7, wherein, A drivable area is determined according to the radar information and the image information; The current angle and / or torque of the steering wheel of the vehicle is adjusted according to the drivable area. After the current angle and / or torque of the steering wheel of the vehicle is adjusted according to the drivable area, the method further includes:

11. The method of claim 10, wherein, The current torque of the steering wheel is obtained; If the duration of the current torque exceeds a preset torque duration, and the current torque and the motor torque are opposite in direction, and the torque difference between the current torque and the motor torque is greater than a preset torque threshold value, a first difference value is determined according to the current angular velocity and the angular velocity threshold, a second difference value is determined according to the steering wheel angle and the steering wheel angle threshold, if the first difference value is greater than a first difference threshold value, and / or the second difference value is greater than a second difference threshold value, the motor torque of the electric power steering system is reduced, and if the first difference value is less than the first difference threshold value, and the second difference value is less than the second difference threshold value, the motor torque of the electric power steering system is controlled to be a preset motor torque threshold value. The method further includes:

12. The method of claim 7, wherein, A tire burst prompt is output on the display screen of the vehicle, and / or a tire burst voice is output through a voice playing device, and / or a tire burst fault light is controlled to be on. The target rack force is obtained based on the current angular velocity, the angular velocity threshold, the current steering wheel angle and the steering wheel angle threshold, including:

13. The method of claim 1, wherein, If the target rack force includes a front steering rack force, the yaw angular velocity of the vehicle is corrected by controlling the steering angle of the rear wheel; ​ If the target rack force includes a rear steering rack force, or a front steering rack force and a rear steering rack force, a yaw angular velocity of the vehicle is corrected by controlling a braking force or a driving force of a non-flat-tire wheel, wherein the non-flat-tire wheel is obtained according to the target rack force.

14. A vehicle control system characterized by comprising: The system comprises: a detection unit configured to acquire a front steering rack force and a rear steering rack force of the vehicle; a control unit configured to determine a target rack force of a rack force anomaly based on the front steering rack force and the rear steering rack force, wherein the target rack force includes a front steering rack force and / or a rear steering rack force; an executor configured to correct a yaw angular velocity of the vehicle based on the target rack force.

15. The system of claim 14, wherein, The control unit is further configured to determine a first abnormal duration of the target rack force, and determine a flat-tire wheel and a non-flat-tire wheel based on the target rack force if the first abnormal duration is greater than a first preset duration. The executor is further configured to adjust a motor torque output by an electric power steering system, control an output torque by a driving system, and / or adjust a torque of the non-flat-tire wheel.

16. The system of any of claims 14 or 15, wherein, The control unit is further configured to determine whether data detected by a motion sensor is abnormal, determine a second abnormal duration of the detected abnormal data if the data is abnormal, and determine a flat-tire wheel and a non-flat-tire wheel based on the target rack force if the second abnormal duration is greater than a second preset duration. The executor is further configured to adjust a motor torque output by an electric power steering system, control an output torque by a driving system, and / or adjust a torque of the non-flat-tire wheel.

17. The system of any of claims 14 or 15, wherein, The control unit is further configured to determine whether data detected by a motion sensor is abnormal, determine a second abnormal duration of the detected abnormal data if the data is abnormal, and determine a flat-tire wheel and a non-flat-tire wheel based on the target rack force if the second abnormal duration is greater than a second preset duration. The executor is further configured to adjust a motor torque output by an electric power steering system, control an output torque by a driving system, and / or adjust a torque of the non-flat-tire wheel.

18. The system of claim 16, wherein, The control unit is further configured to determine whether data detected by a motion sensor is abnormal, determine a second abnormal duration of the detected abnormal data if the data is abnormal, and determine a flat-tire wheel and a non-flat-tire wheel based on the target rack force if the second abnormal duration is greater than a second preset duration. The executor is further configured to adjust a motor torque output by an electric power steering system, control an output torque by a driving system, and / or adjust a torque of the non-flat-tire wheel. The control unit is further configured to detect a tire pressure of the vehicle, and determine a flat-tire wheel and a non-flat-tire wheel based on the tire pressure of the vehicle if a sudden drop of the tire pressure is determined.

19. The system of claim 14, wherein, The executor is further configured to adjust a motor torque output by an electric power steering system, control an output torque by a driving system, and / or adjust a torque of the non-flat-tire wheel. The executor is specifically configured to:

20. The system of any of claims 15-19, wherein, acquire state information, a current angular velocity, and a current steering wheel angle of the vehicle. ​ obtaining a steering wheel angle threshold and an angular velocity threshold according to the state information, the current angular velocity and the current steering wheel angle; adjusting a motor torque of the electric power steering system based on the current angular velocity, the angular velocity threshold, the current steering wheel angle and the steering wheel angle threshold.

21. The system of claim 20, wherein, The state information includes radar information and image information, and the executor is specifically configured to: determining a drivable area according to the radar information and the image information; obtaining the steering wheel threshold and the angular velocity threshold according to the state information, the current angular velocity and the drivable area.

22. The system of claim 20, wherein, The executor is specifically configured to: determining a first difference value according to the current angular velocity and the angular velocity threshold; determining a second difference value according to the steering wheel angle and the steering wheel angle threshold; if the first difference value is greater than a first difference threshold and / or the second difference value is greater than a second difference threshold, reducing the motor torque of the electric power steering system; if the first difference value is less than the first difference threshold and the second difference value is less than the second difference threshold, controlling the motor torque of the electric power steering system to be a preset motor torque threshold.

23. The system of claim 20, wherein, The state information includes radar information and image information, and the executor is specifically configured to: determining a drivable area according to the radar information and the image information; adjusting a current angle and / or torque of the vehicle steering wheel according to the drivable area.

24. The system of claim 23, wherein, The executor is further configured to: obtaining a current torque of the steering wheel; if a duration of the current torque exceeds a preset torque duration, and the current torque and the motor torque are opposite in direction, and a torque difference between the current torque and the motor torque is greater than a preset torque threshold, determining a first difference value according to the current angular velocity and the angular velocity threshold; determining a second difference value according to the steering wheel angle and the steering wheel angle threshold; if the first difference value is greater than a first difference threshold and / or the second difference value is greater than a second difference threshold, reducing the motor torque of the electric power steering system; if the first difference value is less than the first difference threshold and the second difference value is less than the second difference threshold, controlling the motor torque of the electric power steering system to be a preset motor torque threshold.

25. The system of claim 20, wherein, The executor is further configured to: outputting a tire burst prompt in a display screen of the vehicle, and / or outputting a tire burst voice through a voice playing device, and / or controlling a tire burst fault light to be on.

26. The system of claim 14, wherein, The executor is specifically configured to: if the target rack force includes a front steering rack force, correcting a yaw angular velocity of the vehicle by controlling a steering angle of a rear wheel; if the target rack force includes a rear steering rack force, or a front steering rack force and a rear steering rack force, correcting the yaw angular velocity of the vehicle by controlling a braking force or a driving force of a non-burst wheel; wherein the non-burst wheel is obtained according to the target rack force.

27. A vehicle characterized by comprising: a processor and a memory, the memory being used to store a program; the processor being used to run the program, and realizing the tire burst control method according to any one of claims 1-13.

28. A readable storage medium, characterized by The readable storage medium stores a program, and when the program is run on the vehicle, the run program realizes the tire burst control method as claimed in any one of claims 1-13.

29. A program, characterized by When the program is run on the processor of the vehicle, the run program realizes the tire burst control method as claimed in any one of claims 1-13.

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