CN103448720B - Anti-rear collision control method and control device for automobile tire blowout - Google Patents

Abstract

The invention discloses anti-control method and the control setup of knocking into the back of a kind of automobile flat tire, comprise the steps: front vehicle detector every certain time interval detect once from the relative speed of a motor vehicle between car with front vehicle, from the relative spacing L between car and front vehicle and rear car relative to car's location coordinate figure; The speed of a motor vehicle from car measured by speed sensor, and the yaw velocity speed from car measured by yaw velocity speed sensor, and tyre pressure sensor detects tire pressure; Controller calculates the maximum deceleration that can perform for different front vehicle successively; Controller controls automobile according to maximum deceleration control rate by automobile dynamic system and braking generation device and slows down in maximum deceleration control rate.The present invention can when blowing out from car, according to from the speed of a motor vehicle, the rear car speed of a motor vehicle of car and control from car braking deceleration from the vehicle headway between car and front vehicle.

Description

Anti-rear collision control method and control device for automobile tire blowout

technical field

The invention relates to the technical field of automobile safety, in particular to a device capable of controlling the deceleration of the own vehicle in real time according to the relative speed, the relative distance and the change of the yaw angular velocity between the vehicle and the rear vehicle after the vehicle tire blows out. A car tire blowout anti-tail collision control method and control device for effectively preventing rear-end collisions of rear vehicles.

Background technique

With the development of electronic sensing technology and vehicle dynamic control technology, various active safety systems are being widely developed. Various active safety systems can be divided into two types of functions according to whether they intervene in driving: early warning functions and control functions. Among them, the vehicle tire blowout monitoring and control system (BMCS) is more common in the active safety system with control functions.

The vehicle tire blowout monitoring and control system monitors the tire pressure through the tire pressure sensor installed on each tire. If it is determined that a tire blowout has occurred, the system will issue an instruction to require the braking system to actively intervene in the braking to bring the vehicle to a standstill before the tire completely loses air pressure.

However, the above-mentioned vehicle tire blowout monitoring and control system requires the brake system to perform a large braking deceleration when the road conditions behind the vehicle are not clear, which may easily cause a rear-end collision accident of the vehicle behind the vehicle.

Chinese patent authorization publication number CN201646689U, on November 24, 2010, an authorization publication date discloses an interruption control system for a tire blowout braking device. The interruption control system includes a central processing unit and an anti-collision radar for detecting nearby vehicle information. The anti-collision radar is connected with the central processing unit, and the central processing unit is also connected with the braking generating device. After the central processing unit monitors the tire burst braking signal of the braking generating device, it sends a trigger signal to the anti-collision radar, and according to The approach information of nearby vehicles fed back by the anti-collision radar selects whether to release the tire brake. The utility model can judge whether to release the brake according to the vehicle speed of the self-vehicle when the tire of the self-vehicle blows out, so as to prevent rear-end collision of the vehicle behind. The disadvantage of this utility model is that the deceleration of the own vehicle cannot be controlled in real time according to the relative speed and relative distance between the own vehicle and the rear vehicle, and the rear vehicle and the own vehicle may easily cause rear-end collisions during the braking process.

Chinese Patent Authorization Publication No. CN201208956Y, the authorized publication date is March 18, 2009, discloses a tire blowout anti-rear-end collision control system, the control system includes a main control device ECU, the front end of the main control device ECU is connected in parallel to the tire pressure Monitoring module and wheel speed sensor, the rear end of the main control device ECU is connected to the brake generating device. The utility model can judge whether to release the brake according to the vehicle speed of the self-vehicle when the tire of the self-vehicle blows out, so as to prevent rear-end collision of the vehicle behind. The disadvantage is that the deceleration of the own vehicle cannot be controlled in real time according to the relative speed and relative distance between the own vehicle and the rear vehicle, and it is easy to cause a rear-end collision between the rear vehicle and the own vehicle during the braking process.

Contents of the invention

The purpose of the present invention is to overcome the fact that the vehicle tire blowout control device in the prior art cannot control the deceleration of the vehicle in real time according to the relative speed and relative distance between the vehicle and the vehicle behind. The lack of rear-end collision of the own car provides a car that can control the deceleration of the own car in real time according to the relative speed, relative distance and yaw angular velocity between the own car and the rear vehicle, and effectively prevent the rear-end collision of the rear vehicle. A tire blowout prevention rear-end collision control method and control device.

In order to achieve the above object, the present invention adopts the following technical solutions:

A kind of automobile tire burst anti-rear-end collision control method, comprises the steps:

(1-1) Set the longitudinal detection range M between the own vehicle and the rear vehicle, the lateral detection range S between the own vehicle and the rear vehicle, and the safety distance between the own vehicle and the rear vehicle after stopping in the controller d _safety , the rear driver's preset reaction time t _reaction , the rear vehicle's preset deceleration a _obj , the curvature radius limit r of the ego vehicle's trajectory, and m deceleration values a ₁ , a ₂ , a in the controller ₃ ,…,a _m ;|a ₁ |,|a ₂ |,|a ₃ |,…,|a _m |decrease in turn, a _m =0;

(1-2) The rear vehicle detector detects the relative speed between the own vehicle and the rear vehicle and the relative distance L _i between the own vehicle and the rear vehicle every certain time interval, (i=1,...,n ); and the position coordinates of the rear vehicle relative to the ego vehicle ( _xi , y _i ), (i=1,...,n); n is the total number of rear vehicles detected by the rear vehicle detector; The speed of the car, the yaw rate sensor measures the yaw rate of the vehicle, and the tire pressure sensor detects the tire pressure;

The coordinate system of the driving track of the self-vehicle takes the intersection line between the first vertical plane and the horizontal plane that divides the left and right sides of the self-vehicle as the abscissa (x coordinate), and the second vertical plane perpendicular to the first vertical plane and the horizontal plane The intersection line of is the ordinate (y coordinate), and the second vertical plane coincides with the vertical plane where the rear of the ego vehicle is located.

(1-3) When the trajectory of the own vehicle is a straight line, if | x _i | ≤ M and | y _i | ≤ S, the controller makes a judgment that the rear vehicle is within the trajectory of the own vehicle;

If the vehicle behind is not within the driving track range of the own vehicle, such as in an adjacent lane or in another lane further away, there is no risk of rear-end collision to the own vehicle.

(1-4) When the driving trajectory of the own vehicle is a curve, the controller calculates the radius of curvature of the driving trajectory of the own vehicle according to the formula R=ve _ego /y _{aw_rate} ;

Among them, R is the radius of curvature of the vehicle's driving trajectory, v _ego is the vehicle speed of the vehicle, and y _{aw_rate} is the yaw rate measured by the yaw rate sensor;

When |R|≥r, the controller uses the formula ${\left(x_{\mathrm{after}}\right)}_i=\sqrt{{{\mathrm{the\; y}}_i}^2+{x_i}^2}$ , ${\left({\mathrm{the\; y}}_{\mathrm{after}}\right)}_i={\mathrm{the\; y}}_i-\frac{{x_i}^2}{2R}$ Transform the coordinates of the rear car;

Wherein, (x _after ) _i is the abscissa after transformation, (y _after ) _i is the ordinate after transformation, x _i is the abscissa before transformation, and y _i is the ordinate before transformation;

When |(x _after ) _i |≤M and |(y _after ) _i |≤S, the controller makes a judgment that the rear vehicle is within the track of the own vehicle;

(1-5) When the vehicle behind is within the track of the ego vehicle, the controller based on the detected ego vehicle speed V _ego , the safety distance d _safety between the ego vehicle and the rear vehicle after stopping, and the preset deceleration a of the rear vehicle _obj , the rear driver's preset reaction time t _reaction and the rear vehicle speed v _obj sequentially calculate the maximum deceleration (a _avoid ) _i that can be performed for different rear vehicles, (a _avoid ) _i <0; (1-6) controller use the formula

${<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; avoid</span>}}<span\; class="notranslate">\; )</span>}_{\mathrm{<span\; class="notranslate">\; max</span>}}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; max</span>}<span\; class="notranslate">\; (</span>{<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; avoid</span>}}<span\; class="notranslate">\; )</span>}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; ,</span>{<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; avoid</span>}}<span\; class="notranslate">\; )</span>}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; ,</span><span\; class="notranslate">\; .</span><span\; class="notranslate">\; .</span><span\; class="notranslate">\; .</span><span\; class="notranslate">\; ,</span>{<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; avoid</span>}}<span\; class="notranslate">\; )</span>}_{\mathrm{<span\; class="notranslate">\; no</span>}}<span\; class="notranslate">\; )</span>$

Calculate the maximum deceleration (a _avoid ) _max that the brake control can perform, (a _avoid ) _max <0;

(1-7) When the controller judges that a tire blowout occurs through the detection data of the tire pressure sensor, the controller controls the vehicle to decelerate at a deceleration that is less than or equal to the maximum deceleration through the vehicle power system and the braking device.

The rear vehicle detector monitors the vehicles behind the own vehicle in real time. If the rear vehicle is too close to the vehicle when the tire blows out, the maximum deceleration that can be executed by the brake control is 0 m/s2 to prevent the rear vehicle from rear-end collision with the vehicle. Collision happens.

The vehicle tire blowout control device in the prior art cannot monitor the road conditions behind the vehicle without installing a rear vehicle detector, so when a tire blowout occurs, the controller can only use a fixed braking deceleration to decelerate , It is easy to cause the rear-end collision accident of the vehicle behind.

Preferably, the calculation process of the maximum deceleration of the rear vehicle in the step (1-5) includes the following steps:

(2-1)

Controller Utilization Formula $\begin{array}{c}{t}_{\mathrm{objstop}}=t_{\mathrm{reation}}+\frac{v_{\mathrm{obj}}}{-a_{\mathrm{obj}}}\\ t_{\mathrm{egostop}}=\frac{v_{\mathrm{ego}}}{-a_j}\end{array}$ Calculate the stop time of the rear vehicle t _objstop and the stop time of the ego vehicle t _egostop , j=1;

(2-2) When t _objstop ≥ t _egostop , the controller according to the formula

Calculate the collision possibility, where d _obj is the parking distance of the own car in t _reaction , and d _ego is the parking distance of the rear car in t _reaction ;

(2-3) When t _objstop < t _egostop , use the formula $\begin{array}{c}{v}_{\mathrm{ego}t1}=v_{\mathrm{ego}}+a_{\mathrm{no}}{t}_{\mathrm{reation}},a_j<0\\ v_{\mathrm{obj}t1}=v_{\mathrm{obj}}\end{array}$ Calculate the vehicle speed v egot1 of the own vehicle at the time t ₁ of the driver's reaction of the vehicle behind, and the vehicle speed v _objt1 of the vehicle _behind at the time t ₁ ,

When v _egot1 > v _obt1 , the controller judges that there is no risk of collision;

When v _egot1 ≤ v _obt1 , use the following formula to calculate the collision possibility:

V _ego is the speed of the ego vehicle, v _obj is the speed of the rear vehicle, t _s is the calculated time from the time t ₀ when the speeds of the two vehicles are the same after time t ₁ , and t ₀ is the current time;

(2-4) When it is confirmed that the following vehicle has no risk of collision with the own vehicle when a _j is used to control the own vehicle for braking, then store a _j as the maximum deceleration (a _avoid ) i that the own vehicle can take for the rear vehicle ;

(2-5) When it is confirmed that the rear vehicle has a collision risk to the own vehicle when a _j is used to control the vehicle for braking and j<m, then the value of j is increased by 1, and repeat (2-1) to (2-4) calculation process.

Calculate each deceleration a _j separately to control the own vehicle to brake, the rear vehicle has no risk of collision with the own vehicle, and store the deceleration a _j without collision risk as the maximum deceleration that the own vehicle can take for the rear vehicle.

Preferably, the lateral detection range S between the own vehicle and the vehicle behind in step (1-1) is ≤2 meters.

Preferably, the longitudinal detection range M between the own vehicle and the rear vehicle described in step (1-1) is 50 meters to 200 meters.

Preferably, the time interval in step (1-2) is 1/10 second to 1/1000 second.

Preferably, the safety distance d _safety in step (1-1) is 1 meter to 4 meters.

A car tire blowout anti-rear-end collision control device, the car is provided with a yaw rate sensor and a vehicle speed sensor, including a tire pressure detection module respectively arranged in each tire, a controller arranged in the compartment and used to receive tire pressure The first wireless transceiver module of the signal is located at the rear vehicle detector at the compartment rear; the tire pressure detection module includes a microprocessor, a second wireless transceiver module and a sensor module, and the microprocessor communicates with the second wireless transceiver module and the sensor module respectively Electrically connected; the sensor module includes a temperature sensor, a pressure sensor and a humidity sensor; the controller and the tire pressure detection module, the first wireless transceiver module, a vehicle speed sensor, a rear vehicle detector, a yaw rate sensor, and a brake generating device It is electrically connected to the vehicle power system.

The vehicle speed sensor, the rear vehicle detector, the yaw rate sensor and the tire pressure detection module detect the vehicle speed of the vehicle, the situation of the vehicle behind, the yaw rate of the vehicle track and the tire pressure in real time respectively when the vehicle is running and stationary .

In the controller, the longitudinal detection range M between the self-vehicle and the rear vehicle, the lateral detection range S between the self-vehicle and the rear vehicle, the safety distance d _safety after the self-vehicle and the rear vehicle stop, and the rear driving The driver's reaction time t _reaction , the preset deceleration a _obj of the vehicle behind and the limit value r of the curvature radius of the vehicle's trajectory;

The controller uses d _safety , t _reaction and a _obj to calculate the maximum deceleration of each rear vehicle when the own vehicle brakes, and takes the maximum value of each maximum deceleration as the maximum deceleration that can be executed by braking control;

When the controller judges that a tire blowout occurs through the detection data of the tire pressure sensor, the controller controls the vehicle to decelerate at a deceleration less than or equal to the maximum deceleration through the vehicle power system and the brake generating device.

Therefore, the automobile tire blowout anti-rear-end collision control device of the present invention can control the speed of the own car in real time according to the relative vehicle speed between the own car and the vehicle behind, the relative distance and the change of the yaw rate of the own car when the car is blown out. The deceleration can effectively prevent the rear vehicle from rear-ending the vehicle.

However, the anti-rear-end collision control device in the prior art can only control whether to start deceleration according to the speed of the vehicle, and cannot control the range of deceleration.

Preferably, the rear vehicle detector is at least one millimeter-wave radar, or at least one vehicle-mounted camera, or at least one laser radar, or at least one satellite locator.

The millimeter-wave radar can detect vehicles located within a certain angle range behind the vehicle, and can obtain the relative speed between the vehicle and the vehicle behind, the relative distance L between the vehicle and the vehicle behind during driving, and the distance between the vehicle and the vehicle behind. The coordinate value of the driving trajectory ( _xi , y _i ).

The satellite locator completes the capture of the vehicle's trajectory and determines the relative speed between the vehicle and the rear vehicle together with the satellite locator installed on the vehicle behind.

The temperature sensor and the pressure sensor monitor the pressure and temperature of the tire in real time when the car is running or stationary, and transmit the detected data through the second wireless transceiver module, and the controller judges whether the car has blown out according to the received data.

Preferably, the braking generating device includes a vacuum booster, a front chamber solenoid valve and a rear chamber solenoid valve; the front chamber solenoid valve and the rear chamber solenoid valve are respectively electrically connected to the controller.

Therefore, the present invention has the following beneficial effects: (1) The automobile tire blowout anti-rear-end collision control device and control method of the present invention can be used according to the vehicle speed of the vehicle, the speed of the rear vehicle and the distance between the vehicle and the rear vehicle when the tire of the vehicle is blown out. The inter-vehicle distance and the yaw rate of the ego vehicle control the braking deceleration of the ego vehicle.

Description of drawings

Fig. 1 is a kind of functional block diagram of the present invention;

Fig. 2 is a flow chart of the present invention.

In the figure: yaw rate sensor 1, vehicle speed sensor 2, tire pressure detection module 3, controller 4, first wireless transceiver module 5, rear vehicle detector 6, microprocessor 7, second wireless transceiver module 8, sensor Module 9.

Detailed ways

The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

The embodiment shown in Fig. 1 is a kind of car blowout anti-rear-end collision control device, described car is provided with yaw rate sensor 1 and vehicle speed sensor 2, comprises the tire pressure detection module 3 that is respectively arranged in each tire, sets The controller 4 in the compartment and the first wireless transceiver module 5 for receiving tire pressure signals are located at the rear vehicle detector 6 at the rear of the compartment; the tire pressure detection module includes a microprocessor 7 and a second wireless transceiver module 8 And the sensor module 9, the microprocessor is electrically connected with the second wireless transceiver module and the sensor module respectively; The brake generating device is electrically connected to the vehicle power system.

The rear vehicle detector is a millimeter wave radar. The sensor module includes temperature sensor, pressure sensor and humidity sensor. The braking generating device includes a vacuum booster, a front chamber solenoid valve and a rear chamber solenoid valve; the front chamber solenoid valve and the rear chamber solenoid valve are respectively electrically connected to the controller.

As shown in Figure 2, a kind of automobile tire blowout anti-rear-end collision control method comprises the steps:

Step 100, set the longitudinal detection range M between the self-vehicle and the rear vehicle during driving in the controller to be 80 meters, the lateral detection range S of the self-vehicle to be 1.5 meters, and the safety distance d _safety between the self-vehicle and the rear vehicle after stopping is 1 meter, the rear driver's reaction time t _reaction is 1 second, and the curvature radius limit r of the ego vehicle trajectory is 500 meters, five deceleration values a ₁ =-9 m/s ² , a ₂ =-7 m /s ² , a ₃ =-6 m/s ² , a ₄ =-5 m/s ² , a ₅ =-4 m/s ² , a ₆ = -3 m/s ² , a ₇ = 0 m/s second ² ;

Step 200, assuming that the total number of rear vehicles detected by the rear vehicle detector detected in this embodiment is S=10; the rear vehicle detector detects the relative vehicle speed between the own vehicle and the rear vehicle every 1/30 second, The relative vehicle distance L _i, (i=1,...,n) between the own vehicle and the rear vehicle and the position coordinate value of the rear vehicle relative to the own vehicle (x _i , y _i ), (i=1,...,10 ); the speed sensor measures the vehicle speed of the vehicle, the yaw rate sensor measures the yaw rate of the vehicle, and the tire pressure sensor detects the tire pressure; the controller calculates according to the detected values;

Step 300, when the trajectory of the own vehicle is a straight line, if | x _i | ≤ 80 meters and | y _i | ≤ 1.5 meters, the controller makes a judgment that the vehicle behind is within the trajectory of the own vehicle;

Step 400, when the driving trajectory of the own vehicle is a curve, the controller calculates the radius of curvature of the driving trajectory of the own vehicle according to the formula R= _vego /y _{aw_rate} ;

Among them, R is the radius of curvature of the driving trajectory, v _ego is the vehicle speed of the vehicle, y _{aw_rate} is the yaw rate measured by the yaw rate sensor, and the original yaw rate rate of the sensor can be filtered by a low-pass filter;

When |R|≥500 meters, the controller uses the formula ${\left(x_{\mathrm{after}}\right)}_i=\sqrt{{{\mathrm{the\; y}}_i}^2+{x_i}^2}$ , ${\left({\mathrm{the\; y}}_{\mathrm{after}}\right)}_i={\mathrm{the\; y}}_i-\frac{{x_i}^2}{2R}$ Transform the coordinates of the rear car;

Wherein, (x _after ) _i is the abscissa after transformation, (y _after ) _i is the ordinate after transformation, x _i is the abscissa before transformation, and y _i is the ordinate before transformation;

When |(x _after ) _i |≤80 meters and |(y _after ) _i |≤1.5 meters, the controller makes a judgment that the rear vehicle is within the track of the own vehicle;

Step 500, when the vehicle behind is within the track of the own vehicle, the controller according to the detected vehicle speed _Vego of the own vehicle, the safety distance d _safety between the own vehicle and the vehicle behind after stopping, the preset deceleration a _obj of the rear vehicle set, The preset reaction time t _reaction of the rear driver and the speed of the rear vehicle v _obj sequentially calculate the maximum deceleration (a _avoid ) _i that can be performed for different rear vehicles, (a _avoid ) _i <0;

Step 500 specifically includes the following steps:

Step 510,

Controller Utilization Formula $\begin{array}{c}{t}_{\mathrm{objstop}}=t_{\mathrm{reation}}+\frac{v_{\mathrm{obj}}}{-a_{\mathrm{obj}}}\\ t_{\mathrm{egostop}}=\frac{v_{\mathrm{ego}}}{-a_j}\end{array}$ Calculate the stop time of the rear vehicle t _objstop and the stop time of the ego vehicle t _egostop , j=1;

Step 520,

When t _objstop ≥ t _egostop , the controller according to the formula

Calculate the collision possibility, where d _obj is the parking distance of the own car in t _reaction , and d _ego is the parking distance of the rear car in t _reaction ;

Step 530,

When t _objstop < t _egostop , use the formula $\begin{array}{c}{v}_{\mathrm{ego}t1}=v_{\mathrm{ego}}+a_{\mathrm{no}}{t}_{\mathrm{reation}},a_j<0\\ v_{\mathrm{obj}t1}=v_{\mathrm{obj}}\end{array}$ Calculate the vehicle speed v egot1 of the own vehicle at the time t ₁ of the driver's reaction of the vehicle behind, and the vehicle speed v _objt1 of the vehicle _behind at the time t ₁ ,

When v _egot1 > v _obt1 , the controller judges that there is no risk of collision;

When v _egot1 ≤ v _obt1 , use the following formula to calculate the collision possibility:

V _ego is the speed of the ego vehicle, v _obj is the speed of the rear vehicle, t _s is the calculated time from the time t ₀ when the speeds of the two vehicles are the same after time t ₁ , and t ₀ is the current time;

Step 540,

When it is confirmed that the rear vehicle has no risk of collision with the own vehicle when a _j is used to control the own vehicle for braking, then store a _j as the maximum deceleration (a _avoid ) i that can be adopted by the own vehicle for the rear vehicle;

Step 550,

When it is confirmed that the rear vehicle has a collision risk to the own vehicle when a _j is used to control the own vehicle for braking and j<m, then the value of j is increased by 1, and the calculation process from (2-1) to (2-4) is repeated.

Carry out the calculation of step 510 to step 550 for each rear vehicle, respectively obtain the maximum deceleration (a _avoid ) 1, (a _avoid ) 2, ..., (a _avoid ) n that the own vehicle of each rear vehicle can take;

For example: the deceleration values of the first rear vehicle without collision risk are a ₃ =-6 m/s ² , a ₄ =-5 m/s ² , a ₅ =-4 m/s ² , then (a _avoid ) ¹ =-4 m/s2.

The deceleration values of the second rear vehicle without collision risk are a ₄ =-5 m/s ² , a ₅ =-4 m/s ² , a ₆ = -3 m/s ² , then (a _avoid )2 =-3 m/s ² .

Step 600,

Controller Utilization Formula

${\left(a_{\mathrm{avoid}}\right)}_{\max }=\max ({\left(a_{\mathrm{avoid}}\right)}_1,{\left(a_{\mathrm{avoid}}\right)}_2,...,{\left(a_{\mathrm{avoid}}\right)}_{\mathrm{no}})$ Calculate the maximum deceleration control speed (a _avoid ) _max of the controller braking control;

For example: the maximum deceleration of 10 rear vehicles are: ^-9m /s2, -8m/s2, ^-8m /s2, ^-7m /s2, ^-6m / ^s2 , -6 m/ ^s2 , -5 m/ ^s2 , -4 m/s2, -3 m/ ^s2 , -3 m/ ^{s2 ;}

Then (a _avoid ) _max = -3 m/s ² .

Step 700,

When the controller judges that a tire blowout occurs through the detection data of the tire pressure sensor, the controller controls the vehicle to decelerate at a deceleration less than or equal to the maximum deceleration through the vehicle power system and the brake generating device.

When the tire pressure detected by at least one tire pressure sensor suddenly drops sharply, the controller makes a judgment that a tire blowout occurs.

It should be understood that this embodiment is only used to illustrate the present invention but not to limit the scope of the present invention. In addition, it should be understood that after reading the teachings of the present invention, those skilled in the art can make various changes or modifications to the present invention, and these equivalent forms also fall within the scope defined by the appended claims of the present application.

Claims (9)

1. a kind of automobile tire blowout anti-rear-end collision control method is characterized in that, comprises the steps: (1-1) Set the longitudinal detection range M between the own vehicle and the rear vehicle, the lateral detection range S between the own vehicle and the rear vehicle, and the safety distance between the own vehicle and the rear vehicle after stopping in the controller d _safety , the rear driver's preset reaction time t _reaction , the rear vehicle's preset deceleration a _obj , the curvature radius limit r of the ego vehicle's trajectory, and m deceleration values a ₁ , a ₂ , a in the controller ₃ ,..., a _m ; |a ₁ |, |a ₂ |, |a ₃ |,..., |a _m | decrease in turn, a _m =0; (1-2) The rear vehicle detector detects the relative vehicle speed between the own vehicle and the rear vehicle and the relative distance L _i between the own vehicle and the rear vehicle every certain time interval, (i=1,...,n ); and the position coordinate value ( _xi , y _i ) of the rear vehicle relative to the own vehicle, (i=1,...,n); n is the total number of rear vehicles detected by the rear vehicle detector; the speed sensor measures from The speed of the car, the yaw rate sensor measures the yaw rate of the vehicle, and the tire pressure sensor detects the tire pressure; (1-3) When the trajectory of the own vehicle is a straight line, if |x _i |≤M and |y _i |≤S, the controller makes a judgment that the vehicle behind is within the trajectory of the own vehicle; (1-4) When the driving track of the own vehicle is a curve, the controller calculates the radius of curvature of the driving track of the own vehicle according to the formula R= _vego /y _{aw_rate} ; Among them, R is the radius of curvature of the vehicle's driving trajectory, v _ego is the vehicle speed of the vehicle, and y _{aw_rate} is the yaw rate measured by the yaw rate sensor; When |R|≥r, the controller uses the formula ${\left(x_{after}\right)}_i=\sqrt{{{\mathrm{the\; y}}_i}^2+{x_i}^2},{\left({\mathrm{the\; y}}_{after}\right)}_i={\mathrm{the\; y}}_i-\frac{{x_i}^2}{2R}$ Transform the coordinates of the rear car; Wherein, (x _after ) _i is the abscissa after transformation, (y _after ) _i is the ordinate after transformation, x _i is the abscissa before transformation, and y _i is the ordinate before transformation; When |(x _after ) _i |≤M and |(y _after ) _i |≤S, the controller makes a judgment that the rear vehicle is within the track of the own vehicle; (1-5) When the vehicle behind is within the track of the ego vehicle, the controller bases on the detected ego vehicle speed Vego , the safety distance d _safety between the _ego vehicle and the rear vehicle after stopping, and the preset deceleration a of the rear vehicle _obj , the rear driver's preset reaction time t _reaetion and the rear vehicle speed v _obj sequentially calculate the maximum deceleration (a _avoid ) _i that can be performed for different rear vehicles, (a _avoid ) _i <0; (1-6) controller use the formula (a _avoid ) _max = max((a _avoid ) ₁ , (a _avoid ) ₂ , ..., (a _avoid ) _n ) Calculate the maximum deceleration (a _avoid ) _max that the brake control can perform, (a _avoid ) _max <0; (1-7) When the controller determines that a tire blowout occurs through the detection data of the tire pressure sensor, the controller controls the vehicle to decelerate at a deceleration that is less than or equal to the maximum deceleration through the vehicle power system and the brake generating device. 2. automobile tire blowout anti-rear-end collision control method according to claim 1, is characterized in that, the calculation process of the maximum deceleration of the rear vehicle in the described step (1-5) comprises the steps: (2-1) ${\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}\mathrm{<span\; class="notranslate">\; the\; s</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; p</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; i</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; no</span>}}<span\; class="notranslate">\; +</span>\frac{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}}{<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}}$ Controller Utilization Formula Calculate the stop time t _{objstop of the following vehicle and the stop time t egostop of} the ego vehicle, j=1; (2-2) When t _objstop ≥ t _egostop , the controller according to the formula ${\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; c</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; i</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; no</span>}}<span\; class="notranslate">\; -</span>\frac{{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}}{\mathrm{<span\; class="notranslate">\; 2</span>}{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}}$ ${\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; g</span>}\mathrm{<span\; class="notranslate">\; o</span>}}<span\; class="notranslate">\; =</span><span\; class="notranslate">\; -</span>\frac{{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; g</span>}\mathrm{<span\; class="notranslate">\; o</span>}}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}}{\mathrm{<span\; class="notranslate">\; 2</span>}{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; j</span>}}}$ x _after -d _safety >d _obj -d _ego no risk of collision x _after -d _safety ≤d _obj -d _ego has a risk of collision Calculate the collision possibility, where d _obj is the parking distance of the own car in t _reaction , and d _ego is the parking distance of the rear car in t _reaction ; (2-3) When t _objstop <t _e.qostop , use the formula $\begin{array}{c}{v}_{egot1}=v_{ego}+a_{\mathrm{no}}{t}_{reatio\mathrm{no}},a_j<0\\ v_{objt1}=v_{obj}\end{array}$ Calculate the vehicle speed v egot1 of the own vehicle at the time t ₁ of the driver's reaction of the vehicle behind, and the vehicle speed v _objt1 of the vehicle _behind at the time t ₁ , When v _egot1 > v _objt1 , the controller judges that there is no risk of collision; When v _egot1 ≤ v _objt1 , use the following formula to calculate the collision possibility: v _egot1 +a _j t _s ＝v _objt1 +a _obj t _s ${\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; the\; s</span>}}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; g</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}}{{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}}$ ${\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; c</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; i</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; no</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; S</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; c</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; i</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; no</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; j</span>}}{<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; the\; s</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; c</span>}\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; i</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; no</span>}}<span\; class="notranslate">\; )</span>}^{\mathrm{<span\; class="notranslate">\; 2</span>}}$ ${\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; g</span>}\mathrm{<span\; class="notranslate">\; o</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; e</span>}\mathrm{<span\; class="notranslate">\; g</span>}\mathrm{<span\; class="notranslate">\; o</span>}}{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; the\; s</span>}}<span\; class="notranslate">\; +</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; no</span>}}{{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; the\; s</span>}}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}$ x _after -d _safety >d _obj -d _ego no risk of collision x _after -d _safety ≤d _obj -d _ego has a risk of collision V _ego is the speed of the vehicle, v _obj is the speed of the rear vehicle, t _s is the calculated time from the time t ₀ when the two vehicles have the same speed after the time t ₁ , and t ₀ is the current time; (2-4) When it is confirmed that the following vehicle has no risk of collision with the own vehicle when a _j is used to control the own vehicle for braking, then store a _j as the maximum deceleration (a _avoid ) _i that can be adopted by the own vehicle for the rear vehicle ; (2-5) When it is confirmed that the rear vehicle has a risk of collision with the own vehicle when _aj is used to control the vehicle for braking and j<m, then the value of j is increased by 1, and repeat (2-1) to (2-4) calculation process. 3. The automobile tire blowout prevention rear-end collision control method according to claim 1, characterized in that, the lateral detection range S≤2 meters between the own vehicle and the rear vehicle described in the step (1-1). 4. automobile tire blowout anti-rear-end collision control method according to claim 1, is characterized in that, the longitudinal detection range M between own car described in step (1-1) and the rear vehicle is 50 to 200 meters. 5. automobile tire blowout anti-rear-end collision control method according to claim 1, is characterized in that, the time interval described in step (1-2) is 1/10 second to 1/1000 second. 6. The automobile tire blowout prevention rear-end collision control method according to claim 1 or 2 or 3 or 4, characterized in that the safety distance d _safety in the step (1-1) is 1 meter to 4 meters. 7. A control device used in the control method according to claim 1, said automobile is provided with a yaw rate sensor (1) and a vehicle speed sensor (2), which is characterized in that, comprising A tire pressure detection module (3), a controller (4) located in the compartment and a first wireless transceiver module (5) for receiving tire pressure signals, and a rear vehicle detector (6) located at the rear of the compartment; The tire pressure detection module includes a microprocessor (7), a second wireless transceiver module (8) and a sensor module (9), and the microprocessor is electrically connected to the second wireless transceiver module and the sensor module respectively; the sensor module includes a temperature sensor , a pressure sensor and a humidity sensor; the controller is electrically connected to a tire pressure detection module, a first wireless transceiver module, a vehicle speed sensor, a rear vehicle detector, a yaw rate sensor, a brake generating device and an automobile power system. 8. The control device according to claim 7, wherein the rear vehicle detector is at least one millimeter-wave radar, or at least one vehicle-mounted camera, or at least one laser radar, or at least one satellite locator. 9. The control device according to claim 7 or 8, wherein the braking generating device comprises a vacuum booster, an anterior chamber electromagnetic valve and a rear chamber electromagnetic valve; the anterior chamber electromagnetic valve and the rear chamber electromagnetic valve are respectively connected with the controller electrical connection.