CN113200045B

CN113200045B - Vehicle tire burst safety auxiliary control method and system thereof

Info

Publication number: CN113200045B
Application number: CN202110548150.6A
Authority: CN
Inventors: 兰常欣; 王佳琦
Original assignee: GAC Motor Co Ltd
Current assignee: GAC Motor Co Ltd
Priority date: 2021-05-19
Filing date: 2021-05-19
Publication date: 2022-06-14
Anticipated expiration: 2041-05-19
Also published as: CN113200045A

Abstract

The invention discloses a safe auxiliary control method for automobile tire burst, which comprises the following steps: acquiring tire pressure information of a current vehicle tire, judging whether the current vehicle is abnormal, if so, entering the next step, and if not, controlling the current vehicle to continue running; acquiring current lane information and controlling a current vehicle to run in a current lane; acquiring the current vehicle speed information and the rear environment information, comprehensively judging whether the vehicle needs to be decelerated, if so, controlling the current vehicle to decelerate, and if not, controlling the current vehicle to keep the current vehicle speed; acquiring side lane environment information of a current vehicle and judging whether the current vehicle is in a most side lane or not, if not, controlling the current vehicle to steer by integrating vehicle speed information and the side lane information, and if so, directly entering the next step; and controlling the current vehicle to perform a parking operation. The invention can automatically control the vehicle to decelerate and change the lane to the roadside for stopping after the automobile tire burst, thereby avoiding secondary accidents caused by improper operation and improving the safety of the automobile in an emergency state.

Description

Vehicle tire burst safety auxiliary control method and system thereof

Technical Field

The invention relates to the technical field of automobile safety, in particular to a safety auxiliary control method and a system for vehicle tire burst.

Background

The tire burst of a car during high-speed running is an extremely dangerous condition, and for a vehicle driven by people, most drivers do not have the experience of handling the tire burst accident, so that the drivers are influenced by factors such as external environment, self psychology and the like in the process of tire burst occurrence and development, and malignant traffic accidents are easily caused.

Chinese patent CN109720336B discloses a method and a system for active braking and adjusting of a burst tire, the method for active braking and adjusting of a burst tire comprises: acquiring a tire burst signal of a vehicle; and responding to the tire burst signal, applying steering torque to the vehicle and/or performing steering wheel angle compensation to the vehicle to transversely stabilize the vehicle running track, performing longitudinal deceleration control on the vehicle to realize vehicle braking, performing longitudinal deceleration control and transverse stability control on the tire burst vehicle, and assisting a driver to control the vehicle at the first time when the tire burst occurs, so that the safety level of the vehicle is improved.

Disclosure of Invention

The invention provides a vehicle tire burst safety auxiliary control method and a vehicle tire burst safety auxiliary control system for overcoming the defects of the prior art, which can judge the driving environment of a vehicle when the vehicle has a tire burst, make proper auxiliary control and finally stop the vehicle under the safe condition.

In order to solve the technical problems, the technical scheme of the invention is as follows:

the invention discloses a vehicle tire burst safety auxiliary control method, which comprises the following steps:

s1: acquiring the tire pressure information of the current vehicle tire, judging whether the current vehicle tire is abnormal according to the tire pressure information, if so, entering the step S2, and if not, controlling the current vehicle to continuously run;

s2: acquiring current lane information and controlling a current vehicle to run in a current lane;

s3: acquiring current vehicle speed information and rear environment information, and integrating the vehicle speed information and the rear environment information to judge whether deceleration is needed, if so, controlling the current vehicle to decelerate, and if not, controlling the current vehicle to keep the current vehicle speed;

s4: acquiring side lane environment information of a current vehicle and judging whether the current vehicle is in a most side lane, if not, controlling the current vehicle to steer by integrating vehicle speed information and the side lane information, and if so, directly entering step S5;

s5: and controlling the current vehicle to perform a parking operation.

According to the scheme, whether the current vehicle is suitable for decelerating or steering and changing lanes is judged by acquiring the information of the rear and the side of the current vehicle, so that the vehicle is controlled to decelerate or steer and change lanes to a safe area until the parking operation is completed, the vehicle with the blown tire is parked in a safe environment, the phenomenon that a driver cannot make correct operation after the blown tire is blown off, the current vehicle is collided by a rear-end collision of the rear vehicle after the vehicle is suddenly parked is avoided, a secondary accident is formed, and the driving safety of the vehicle is improved.

Further, the step S1 specifically includes:

s11: setting a tire pressure reduction rate threshold value or a tire pressure threshold value, and setting tire pressure acquisition frequency;

s12: acquiring the tire pressure of the current vehicle tire through a tire pressure sensor at a set tire pressure acquisition frequency, and transmitting the tire pressure to an electronic control unit;

s13: the electronic control unit calculates the difference value of the two adjacent tire pressures, and divides the difference value by the tire pressure acquisition frequency to obtain the tire pressure reduction rate;

s14: the electronic control unit determines whether the tire pressure decrease rate is greater than the tire pressure decrease rate threshold or whether the tire pressure is less than the tire pressure threshold in step S12, if so, proceeds to step S2, and if not, exits the current step.

Further, the step S2 of calculating the normal driving route of the current vehicle specifically includes:

s21: setting lane information acquisition frequency, acquiring current lane information of a current vehicle by using the lane information acquisition frequency through a camera or a radar, and transmitting the current lane information to an electronic control unit, wherein the electronic control unit calculates the actual driving angle of the current vehicle according to the current lane information;

s22: the electronic control unit calculates an angle correction value according to the actual driving angle and the current lane information and transmits the angle correction value to a steering system;

s23: and the steering system corrects the current driving angle of the vehicle according to the angle correction value so as to keep the vehicle driving in the current lane.

Further, the step S3 specifically includes the following steps:

s31: setting wheel speed acquisition frequency, acquiring current vehicle speed information by a wheel speed sensor at the wheel speed acquisition frequency and transmitting the current vehicle speed information to an electronic control unit, judging whether the current vehicle speed is greater than a first set speed threshold value by the electronic control unit, if so, entering step S32, otherwise, directly entering step S4;

s32: acquiring first rear vehicle distance information behind a current vehicle through a camera or a radar and transmitting the first rear vehicle distance information to an electronic control unit;

s33: and the electronic control unit judges whether the speed of the current vehicle is greater than or equal to a second set speed threshold value or not and whether the distance between the current vehicle and the first rear vehicle is smaller than a second set distance threshold value or not, if so, the current vehicle running state is maintained and the step S31 is returned, and if not, an instruction is sent to the braking system to control the current vehicle to decelerate and the step S31 is returned.

Further, the step S4 specifically includes:

s41: acquiring the information of a side lane of the current vehicle through a camera or a radar, judging whether the current vehicle is in the most side lane or not by the electronic control unit according to the information of the side lane, if not, entering step S42, and if so, directly entering step S5;

s42: acquiring second rear vehicle distance information and pedestrian distance information of a lane beside the current vehicle through a camera or a radar, judging whether the distance between the second rear vehicle or the pedestrian and the current vehicle is smaller than a third set distance threshold value by the electronic control unit, if so, maintaining the running state of the current vehicle in the current lane, otherwise, controlling the current vehicle to turn on a steering lamp, sending an instruction to a steering system to control the current vehicle to steer, and returning to the step S41;

further, the first set speed threshold is 25-35 km/h; the second set speed threshold is 35-45 km/h, the second set distance threshold is 15-25 m, or the second set speed threshold is 75-85 km/h, and the second set distance threshold is 45-55 m; the third set distance threshold is 25-35 m.

Further, the step S5 specifically includes:

s51: the electronic control unit sends an instruction to a brake system, and the brake system controls the current vehicle to stop;

s52: the electronic control unit activates the electronic parking brake.

Further, if the determination result in the step S1 is yes, an auxiliary control mode entering information prompt is generated at the same time, and the current vehicle safety warning lamp is turned on.

Further, before proceeding to step S2, the steering assist system output torque is reduced, an operation termination condition is set, and when the operation termination condition is reached, the process exits from step S2, and an exit assist control mode information prompt is generated.

Further, the above-described operation termination condition is an external torque threshold value to which the current vehicle steering wheel is subjected.

The invention also discloses a vehicle tire burst safety auxiliary control system, which comprises an electronic control unit, a tire pressure monitoring subsystem, a wheel speed monitoring subsystem, an environment monitoring subsystem, an electronic control steering subsystem, an electronic control braking subsystem and an electronic parking subsystem, wherein the tire pressure monitoring subsystem, the wheel speed monitoring subsystem, the environment monitoring subsystem, the electronic control steering subsystem, the electronic control braking subsystem and the electronic parking subsystem are electrically connected with the electronic control unit;

the tire pressure monitoring subsystem is used for acquiring tire pressure information of current vehicle tires and transmitting the tire pressure information to the electronic control unit;

the wheel speed monitoring subsystem is used for acquiring the current vehicle speed information and transmitting the current vehicle speed information to the electronic control unit;

the environment monitoring subsystem is used for acquiring the information of a side lane and the information of a rear environment of the current vehicle and transmitting the information to the electronic control unit;

the electronic control unit generates a corresponding control instruction according to the received information;

the electronic control steering subsystem is used for controlling the steering of the current vehicle according to the control instruction of the electronic control unit;

the electronic control brake subsystem is used for controlling the current brake of the vehicle according to the control instruction of the electronic control unit;

and the electronic parking subsystem is used for controlling the current parking operation of the vehicle according to the control instruction of the electronic control unit.

Compared with the prior art, the technical scheme of the invention has the beneficial effects that:

after the automobile tire burst is judged, an auxiliary control mode is started in time, the current environment information behind and on the side of the automobile is obtained through a vehicle-mounted camera or a radar, and whether the automobile is suitable for deceleration or steering lane change is comprehensively judged through the current speed information and the current distance information behind and on the side of the automobile, so that the automobile is slowly decelerated and steered to change lanes to the side until the automobile stops on the roadside; after the auxiliary control mode starts, the driver is prompted to be in the auxiliary control mode through information, if the driver still applies large force to the steering wheel to attempt to control the vehicle at the moment, a certain torque threshold value can be set, and the driver exits the auxiliary control mode after the torque threshold value is exceeded, takes over the vehicle, and further avoids the situation that the auxiliary control system cannot operate.

Drawings

FIG. 1 is a schematic flow chart of a vehicle tire burst safety auxiliary control method according to embodiment 1 of the invention;

fig. 2 is a block diagram of a vehicle tire burst safety auxiliary control system according to embodiment 3 of the present invention.

Detailed Description

The drawings are for illustrative purposes only and are not to be construed as limiting the patent;

for the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted. The positional relationships depicted in the drawings are for illustrative purposes only and are not to be construed as limiting the present patent.

The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "long", "short", etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the drawings, it is only for convenience of description and simplicity of description, but does not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationships in the drawings are only used for illustrative purposes and are not to be construed as limitations of the present patent, and specific meanings of the terms may be understood by those skilled in the art according to specific situations.

The technical scheme of the invention is further described in detail by the following specific embodiments in combination with the attached drawings:

example 1

Fig. 1 shows a first embodiment of a safety auxiliary control method for vehicle tire burst, which is suitable for a vehicle equipped with a vehicle radar, a vehicle camera, an electronically controlled steering system, an electronic power steering system, an electronically controlled braking system, a tire pressure monitoring system, a wheel speed monitoring system, an electronic parking system, and an electronic control unit, and includes the following steps:

s1: acquiring tire pressure information of a current vehicle tire, judging whether the current vehicle tire is abnormal according to the tire pressure information, if so, entering step S2, and if not, controlling the current vehicle to continuously run;

s3: acquiring current vehicle speed information and rear environment information, and integrating the vehicle speed information and the rear environment information to judge whether the vehicle needs to decelerate, if so, controlling the current vehicle to decelerate, and if not, controlling the current vehicle to keep the current vehicle speed;

s5: and controlling the current vehicle to perform a parking operation.

Step S1 in this embodiment specifically includes:

s11: setting a tire pressure reduction rate threshold value or a tire pressure threshold value, and setting tire pressure acquisition frequency; the tire pressure acquisition frequency may be 20 times/second, which is only a reference example and is not to be construed as a limitation on the present solution;

In this embodiment, the step S2 of calculating the normal driving route of the current vehicle specifically includes:

s21: setting lane information acquisition frequency, acquiring current lane information of a current vehicle through a camera or a radar, and transmitting the current lane information to an electronic control unit, wherein the electronic control unit calculates the actual driving angle of the current vehicle according to the current lane information; the lane information acquisition frequency can be set according to the actual situation, and is not limited here;

Therefore, the direction of the vehicle after the tire burst can be stably controlled, and the vehicle is prevented from deviating from the original lane to cause secondary accidents.

Step S3 in this embodiment specifically includes the following steps:

s31: setting wheel speed acquisition frequency, acquiring current vehicle speed information by a wheel speed sensor at the wheel speed acquisition frequency and transmitting the current vehicle speed information to an electronic control unit, judging whether the current vehicle speed is greater than a first set speed threshold value by the electronic control unit, if so, entering step S32, otherwise, directly entering step S4; the wheel speed obtaining frequency can be determined according to actual conditions, and is not limited herein;

s33: the electronic control unit judges whether the speed of the current vehicle is greater than or equal to a second set speed threshold value or not, whether the distance between the current vehicle and the first rear vehicle is smaller than a second set distance threshold value or not, if yes, the running state of the current vehicle is maintained and the step S31 is returned, and if not, an instruction is sent to the steering system to control the current vehicle to decelerate and the step S31 is returned;

therefore, the current vehicle speed can be reduced to or below the first set speed threshold value, the subsequent steering lane changing vehicle speed is prevented from being too high, and the lane changing safety is ensured.

Step S4 in this embodiment specifically includes:

s42: acquiring second rear vehicle distance information and pedestrian distance information behind a lane beside the current vehicle through a camera or a radar, judging whether the distance between the second rear vehicle or the pedestrian and the current vehicle is smaller than a third set distance threshold value by an electronic control unit, if so, maintaining the running state of the current vehicle in the current lane, otherwise, controlling the current vehicle to turn on a steering lamp, sending an instruction to a steering system to control the current vehicle to steer, and returning to the step S41; this allows the vehicle to slowly change lane to the extreme side and then perform the corresponding safety maneuver.

The first set speed threshold in this embodiment is 30 km/h; the second set speed threshold is 40km/h, the second set distance threshold is 20m, and the third set distance threshold is 30 m. Certainly, this is only a preferred embodiment, and in a specific implementation process, all the thresholds can be adjusted accordingly according to actual conditions, wherein the selectable range of the first set speed threshold is 25-35 km/h, the selectable range of the second set speed threshold is 35-45 km/h, the selectable range of the second set distance threshold is 15-25 m, and the selectable range of the third set distance threshold is 25-35 m.

S5 in this embodiment specifically includes:

s52: the electronic control unit activates the electronic parking brake. So that the vehicle can be stopped stably and the personnel in the vehicle can evacuate timely.

If the determination result in step S1 in this embodiment is yes, an information prompt for entering the auxiliary control mode is generated at the same time, and the current vehicle safety warning light is turned on to prompt the surrounding vehicles to make an emergency response at any time.

Since all the auxiliary driving modes are executed by computer programs, the computer programs cannot make correct judgment under special conditions, and manual intervention may be needed in time, so before the step S2 is entered, the output torque of the electric steering power-assisted system is reduced, the operation termination condition is set, and when the operation termination condition is reached, the step S2 is exited and the information prompt for exiting the auxiliary control mode is generated.

The information prompt of entering or exiting the auxiliary control mode can be one or a combination of sound, characters, light, vibration, images and the like.

The operation termination condition in this embodiment is an external torque threshold value currently applied to the steering wheel of the vehicle, where the external torque threshold value may be adjusted according to the actual condition of the vehicle, and is not limited herein.

The side of the present embodiment can be determined according to the traffic regulations of the area where the vehicle belongs, and the area driving to the right is the right side, and the area driving to the left is the left side, which is the common technical knowledge of those skilled in the art, and will not be described in detail here.

According to the method, after the automobile tire burst is judged, the auxiliary control mode is started in time, the current environment information behind and on the side of the automobile is obtained through the vehicle-mounted camera or the radar, and whether the automobile is suitable for speed reduction or steering lane changing is comprehensively judged through the current speed information and the distance information behind and on the side of the current automobile, so that the automobile is slowly decelerated and steered to change the lane to the side until the automobile stops on the roadside.

In the embodiment, after the auxiliary control mode starts to work, the driver is prompted to be in the auxiliary control mode through information, if the driver continues to apply large force to the steering wheel at the moment to attempt to control the vehicle, a certain torque threshold value can be set, and the driver exits the auxiliary control mode after exceeding the torque threshold value and takes over the vehicle, so that the situation that an auxiliary control system cannot operate is avoided; by the method, the safety of emergency treatment after the automobile tire burst can be greatly improved, and secondary accidents caused by improper manual operation are avoided.

Example 2

The difference between the present embodiment and the first embodiment is only that the second set speed threshold range in the present embodiment is 75-85 km/h, preferably 80 km/h; the second set distance threshold range is 45-55 m, preferably 50 m.

Example 3

Fig. 2 shows an embodiment of a safety auxiliary control system for vehicle tire burst, which is used to implement the safety auxiliary control method for vehicle tire burst described in embodiment 1 or embodiment 2, and includes an electronic control unit, and a tire pressure monitoring subsystem, a wheel speed monitoring subsystem, an environment monitoring subsystem, an electronic control steering subsystem, an electronic control braking subsystem, and an electronic parking subsystem, all of which are electrically connected to the electronic control unit.

the environment monitoring subsystem is used for acquiring the current vehicle rear environment information and the current side lane information and transmitting the current vehicle rear environment information and the current side lane information to the electronic control unit;

the electronic control unit calculates according to the received information to obtain a deceleration instruction, a steering instruction or a parking instruction, and respectively transmits the deceleration instruction, the steering instruction or the parking instruction to the electronic control braking system or the electronic control steering system or the electronic parking subsystem;

In this embodiment, the environment monitoring subsystem includes a radar and a camera.

The embodiment also comprises an electronic steering power-assisted subsystem electrically connected with the electronic control unit.

The electronically controlled steering subsystem in this embodiment is provided with a force sensor for monitoring the external torque to which the steering wheel is subjected.

The present invention has been described with reference to flowchart illustrations or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application, and it is understood that each flow or block of the flowchart illustrations or block diagrams, and combinations of flows or blocks in the flowchart illustrations or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A vehicle tire burst safety auxiliary control method is characterized by comprising the following steps:

s4: acquiring side lane environment information of a current vehicle and judging whether the current vehicle is in a most side lane, if not, integrating the vehicle speed information and the side lane information to control the steering of the current vehicle, and if so, directly entering step S5;

s5: controlling the current vehicle to execute a parking operation;

the step S3 specifically includes the following steps:

s31: setting wheel speed acquisition frequency, acquiring current vehicle speed information by a wheel speed sensor according to the wheel speed acquisition frequency and transmitting the current vehicle speed information to an electronic control unit, judging whether the current vehicle speed is greater than a first set speed threshold value by the electronic control unit, if so, entering step S32, otherwise, directly entering step S4;

s33: and the electronic control unit judges whether the speed of the current vehicle is greater than or equal to a second set speed threshold value or not, whether the distance between the current vehicle and the first rear vehicle is smaller than a second set distance threshold value or not, if so, the running state of the current vehicle is maintained and the step S31 is returned, and if not, an instruction is sent to the brake system to control the current vehicle to decelerate and the step S31 is returned.

2. The vehicle tire burst safety auxiliary control method according to claim 1, wherein the step S1 specifically includes:

s14: the electronic control unit judges whether the tire pressure decrease rate is greater than a tire pressure decrease rate threshold or whether the tire pressure is less than the tire pressure threshold in step S12, if so, the step S2 is entered, and if not, the current step is exited.

3. The vehicle tire burst safety auxiliary control method according to claim 1, wherein the step S2 specifically includes:

s21: setting lane information acquisition frequency, acquiring current lane information of a current vehicle at the lane information acquisition frequency through a camera or a radar, and transmitting the current lane information to an electronic control unit, wherein the electronic control unit calculates the actual driving angle of the current vehicle according to the current lane information;

4. The vehicle tire burst safety auxiliary control method according to claim 1, wherein the step S4 specifically includes:

s41: acquiring side lane information of the current vehicle through a camera or a radar, judging whether the current vehicle is in a most side lane or not by the electronic control unit according to the side lane information, if not, entering a step S42, and if so, directly entering a step S5;

s42: and obtaining second rear vehicle distance information and pedestrian distance information behind a lane beside the current vehicle through a camera or a radar, judging whether the distance between the second rear vehicle or the pedestrian and the current vehicle is smaller than a third set distance threshold value by the electronic control unit, if so, maintaining the running state of the current vehicle in the current lane, otherwise, controlling the current vehicle to turn on a steering lamp, sending an instruction to a steering system to control the current vehicle to steer, and returning to the step S41.

5. The vehicle tire burst safety auxiliary control method according to claim 4, wherein the first set speed threshold is 25-35 km/h; the second set speed threshold is 35-45 km/h, and the second set distance threshold is 15-25 m; or the second set speed threshold is 75-85 km/h, and the second set distance threshold is 45-55 m; and the third set distance threshold is 25-35 m.

6. The vehicle tire burst safety auxiliary control method according to claim 5, wherein the step S5 specifically comprises:

s52: the electronic control unit activates the electronic parking brake.

7. The vehicle tire burst safety auxiliary control method according to claim 1, wherein if the determination result in the step S1 is yes, an auxiliary control mode entering information prompt is generated at the same time, and the current vehicle safety warning lamp is turned on.

8. The vehicle tire burst safety assist control method according to claim 7, wherein before proceeding to step S2, the steering assist system output torque is reduced, an operation termination condition is set, and when the operation termination condition is reached, the process exits from the termination step S2, and an exit assist control mode information prompt is generated.

9. A system for implementing the vehicle tire burst safety auxiliary control method according to any one of claims 1 to 8, characterized by comprising an electronic control unit, and a tire pressure monitoring subsystem, a wheel speed monitoring subsystem, an environment monitoring subsystem, an electronic control steering subsystem, an electronic control braking subsystem and an electronic parking subsystem which are all electrically connected with the electronic control unit;

the electronic control brake subsystem is used for controlling the current vehicle to brake according to the control instruction of the electronic control unit;