Tire burst vehicle stability control method, system and device, vehicle, equipment and medium

Abstract

The invention relates to the technical field of vehicle stability, and discloses a tire burst vehicle stability control method, system and device, a vehicle, equipment and a medium. Firstly, under the condition that a vehicle tire burst signal is determined to be generated and a vehicle control parameter is determined to be greater than a threshold value, an ideal deceleration and an ideal steering wheel angle are determined based on the vehicle speed when the vehicle tire is burst. Then, on the basis of the ideal deceleration, the ideal steering wheel angle and the track of the vehicle, the execution steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle are determined; and finally, performing combined control on each wheel of the vehicle based on the braking force distribution corresponding to each wheel of the vehicle, and controlling a steering wheel angle controller based on execution of the steering wheel angle parameter, so that the vehicle driving state meets the stable condition, the tire burst condition is effectively dealt with, the limitation of single control is avoided, various tire burst working conditions are adapted, and the safety of the vehicle is improved. And particularly, the vehicle is kept stable under complex road conditions. Graded braking is achieved based on the vehicle speed during tire burst of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle stability, and in particular to a method, system, device, vehicle, equipment and medium for controlling stability of a vehicle with a tire burst. Background Art

[0002] With the continuous development of the automobile industry, tire safety issues have received increasing attention, especially tire blowout stability control.

[0003] In the related technology, the tire condition is monitored, the traffic status is evaluated to determine the maximum safe deceleration during emergency braking, and the stability of the tire blowout vehicle is evaluated based on the current vehicle speed and a corresponding braking strategy is formulated. However, braking alone is not enough to deal with complex and dangerous conditions such as tire blowouts. Summary of the invention

[0004] The embodiments of this specification are intended to solve at least one of the technical problems in the related art to a certain extent. To this end, the embodiments of this specification propose a tire blowout vehicle stability control method, system, device, vehicle, equipment and medium.

[0005] The present specification provides a method for controlling stability of a vehicle with a tire blowout, the method comprising:

[0006] When it is determined that a vehicle tire blowout signal has been generated and it is determined that the vehicle control parameter is greater than a threshold value, determining an ideal deceleration and an ideal steering wheel angle based on the vehicle speed when the vehicle tire blows out;

[0007] Based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, determining a steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle;

[0008] Each wheel of the vehicle is controlled based on the braking force corresponding to each wheel of the vehicle, and a steering wheel angle controller is controlled based on the execution steering wheel angle parameter, so that the driving state of the vehicle meets a stable condition.

[0009] In one embodiment, the method further comprises:

[0010] In the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle and controlling the steering wheel angle controller based on the execution steering wheel angle parameter, the generated kinetic energy is recovered and converted into electrical energy.

[0011] In one embodiment, the determining of the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle includes:

[0012] Determining the execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle;

[0013] The braking force corresponding to each wheel of the vehicle is determined based on the deceleration corresponding to each wheel of the vehicle and the load data corresponding to each wheel of the vehicle.

[0014] In one embodiment, determining the execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle includes:

[0015] Determining a deceleration error of the vehicle according to the deceleration of the vehicle when the tire bursts and the ideal deceleration;

[0016] Determining a steering wheel angle error of the vehicle according to a steering wheel angle parameter when the vehicle has a tire blowout and the ideal steering wheel angle;

[0017] The execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle are determined based on the deceleration error of the vehicle, the steering wheel angle error of the vehicle and the trajectory of the vehicle.

[0018] In one embodiment, the vehicle tire blowout signal is generated by:

[0019] During the tire blowout detection cycle, determine the tire pressure change gradient corresponding to each wheel of the vehicle;

[0020] When the tire pressure change gradient corresponding to at least one of the wheels meets the real tire blowout condition, the vehicle tire blowout signal is generated.

[0021] In one embodiment, the vehicle control parameter is a sideslip angle of the center of mass.

[0022] In one embodiment, the trajectory of the vehicle is determined by:

[0023] The trajectory of the vehicle is determined based on the steering wheel angle parameter when the vehicle has a tire burst; wherein the trajectory of the vehicle includes at least one of a straight road, a curve, and a lane change.

[0024] In one embodiment, the vehicle driving state satisfies a stable condition, including:

[0025] When the vehicle body yaw angular velocity is less than or equal to a preset angular velocity threshold, the vehicle meets the stability condition; or,

[0026] When the vehicle speed is less than or equal to a preset speed threshold, the vehicle driving state meets the stability condition.

[0027] The embodiment of the present specification provides a stability control system for a vehicle with a tire blowout, the system comprising:

[0028] A brake-by-wire system is used to determine an ideal deceleration and an ideal steering wheel angle based on the vehicle speed when the vehicle has a tire blowout when it is determined that a vehicle tire blowout signal has been generated and a vehicle control parameter is greater than a threshold value; and to determine an execution steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and a trajectory; and to control each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and to control a steering wheel angle controller based on the execution steering wheel angle parameter, so that the vehicle driving state satisfies a stable condition.

[0029] In one embodiment, the brake-by-wire system is further used to recover and convert the generated kinetic energy into electrical energy during the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle and controlling the steering wheel angle controller based on the execution steering wheel angle parameter.

[0030] In one embodiment, the system further comprises:

[0031] A direct tire pressure sensor, used to determine the tire pressure change gradient corresponding to each wheel of the vehicle during a tire blowout detection cycle, and to generate and send the vehicle tire blowout signal when the tire pressure change gradient corresponding to at least one of the wheels meets the real tire blowout condition;

[0032] The electronic control unit is used to determine the trajectory of the vehicle based on the steering wheel angle parameters when the vehicle has a tire burst.

[0033] In one embodiment, the electronic control unit is further configured to determine a sideslip angle of the center of mass and compare the angle with a threshold.

[0034] The present specification provides a stability control device for a vehicle with a tire blowout, the device comprising:

[0035] An ideal data acquisition module, for determining an ideal deceleration and an ideal steering wheel angle based on the vehicle speed at the time of the tire burst, when it is determined that a vehicle tire burst signal has been generated and the vehicle control parameter is greater than a threshold value;

[0036] a braking force determination module, configured to determine a steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle;

[0037] A vehicle stability control module is used to control each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and to control a steering wheel angle controller based on the execution steering wheel angle parameter so that the vehicle driving state meets the stability condition.

[0038] An embodiment of the present specification provides a vehicle, wherein the vehicle includes a brake-by-wire system, and the brake-by-wire system is used to perform the steps of any one of the above methods.

[0039] An embodiment of the present specification provides a computer device, which includes: a memory, and one or more processors communicatively connected to the memory; the memory stores instructions executable by the one or more processors, and the instructions are executed by the one or more processors to enable the one or more processors to implement the steps of the method described in any of the above embodiments.

[0040] The embodiments of this specification provide a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the method described in any of the above embodiments are implemented.

[0041] An embodiment of the present specification provides a computer program product, wherein the computer program product includes instructions, and when the instructions are executed by a processor of a computer device, the computer device is enabled to perform the steps of the method described in any one of the above embodiments.

[0042] In the above-mentioned embodiment of the specification, first, when it is determined that a vehicle tire blowout signal has been generated and the vehicle control parameter is greater than a threshold value, the ideal deceleration and the ideal steering wheel angle are determined based on the vehicle speed when the tire blowout occurs. Then, based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle are determined. Finally, the wheels of the vehicle are jointly controlled based on the braking force distribution corresponding to each wheel of the vehicle, and the steering wheel angle controller is controlled based on the steering wheel angle parameter, so that the vehicle driving state meets the stability condition, effectively responds to the tire blowout situation, avoids the limitation of single control, and adapts to a variety of tire blowout conditions, especially maintaining vehicle stability under complex road conditions. By determining the ideal deceleration and the ideal steering wheel angle based on the vehicle speed when the tire blowout occurs, and determining the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, graded braking is achieved, so that the risk factor of the vehicle can be effectively reduced at different speeds, and the stability and deceleration effect of the vehicle in the case of a tire blowout can be ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1aFlowcharts of related technologies provided for implementation of this specification;

[0044] Figure 1b Flowcharts of related technologies provided for implementation of this specification;

[0045] Figure 1c Flowcharts of related technologies provided for implementation of this specification;

[0046] Figure 2 A schematic flow chart of a method for controlling stability of a vehicle with a tire blowout provided in an embodiment of this specification;

[0047] Figure 3 A schematic diagram of a process for determining the braking force corresponding to each wheel of a vehicle provided in an embodiment of this specification;

[0048] Figure 4a A schematic diagram of a process for determining a steering wheel angle parameter and a deceleration corresponding to each wheel of a vehicle provided in an embodiment of this specification;

[0049] Figure 4b A structural diagram of an adaptive fuzzy neural network model provided for an embodiment of this specification;

[0050] Figure 5 A schematic diagram of a process for generating a vehicle tire blowout signal provided in an embodiment of this specification;

[0051] Figure 6 A schematic diagram of a stability control system for a vehicle with a tire blowout provided in an embodiment of this specification;

[0052] Figure 7 A schematic diagram of a stability control device for a vehicle with a tire blowout provided in an embodiment of this specification;

[0053] Figure 8 An internal structural diagram of a computer device provided for an embodiment of this specification. DETAILED DESCRIPTION

[0054] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0055] With the continuous development of the automobile industry, tire safety issues have attracted more and more attention. In particular, tire blowouts have become a research focus due to their significant impact on driving safety. Tire blowouts are not only an important cause of traffic accidents, but also seriously affect the comfort and handling of vehicles. Therefore, the research on tire blowout stability control technology is of great significance.

[0056] Tire blowout stability control technology helps improve driving safety. A tire blowout can cause the vehicle to lose control, increasing the risk of an accident. By studying and applying tire blowout stability control technology, the probability of a tire blowout can be effectively reduced, thereby reducing the risk of traffic accidents and protecting the lives of drivers and passengers.

[0057] Technology can also improve the comfort and handling of the vehicle in the event of a tire blowout. When a vehicle has a tire blowout, there will usually be severe body vibration and difficulty in handling, affecting the driving experience. By controlling the stability of a tire blowout, the stability and driving performance of the vehicle in the event of a tire blowout can be improved, and the driving comfort and handling can be improved.

[0058] In addition, the tire blowout stability control technology is also in line with the concept of green travel. With the improvement of environmental awareness, green travel has gradually become a trend. By adopting the tire blowout stability technology with synergistic energy recovery, it can not only reduce energy consumption, but also reduce the impact on the environment.

[0059] From a technical perspective, tire blowouts may occur in a variety of road scenarios, including straight roads, curves (such as entering, on, and exiting a curve), and lane changes (such as turning right or left). In each scenario, tires may blow out individually or simultaneously, and these situations require targeted research and optimization.

[0060] In summary, the research on tire blowout stability control can not only improve driving safety, comfort and handling, but also extend the service life of tires and conform to the concept of green travel. Therefore, the research and application of tire blowout stability control technology should be further strengthened.

[0061] For related technologies, see Figure 1a The vehicle tire blowout graded braking control device includes a tire pressure sensor 2 for detecting the tire pressure state, a controller 1, a radar sensor 3 for detecting the driving state of the rear vehicle relative to the vehicle, a stability detection module for detecting the stability state of the vehicle itself, and an ESC5 for realizing vehicle stability braking. The stability detection module includes a CAN bus network 4, and the CAN bus network 4 is used to send steering wheel angle information, the actual value of the vehicle yaw angular velocity, and vehicle speed information. The ESC5, the radar sensor 3, and the stability detection module are respectively connected to the input end of the controller 1, the tire pressure sensor 2 is wirelessly connected to the controller 1, and the ESC5 is connected to the output end of the controller 1.

[0062] Specifically, the status of the vehicle tires is first monitored to evaluate the health of the tires in real time. Subsequently, the current traffic status is analyzed, and the maximum braking deceleration required to avoid rear-end collision with the rear vehicle in the event of emergency braking is determined. Next, the stable state of the vehicle with a tire blowout is evaluated based on the current vehicle speed, and the maximum braking deceleration in this stable state is formulated. Based on these evaluation results, the system implements a graded braking strategy for tire blowouts. The above-mentioned device and method can ensure that the vehicle with a tire blowout can decelerate quickly and smoothly to prevent the rear-end collision with the rear vehicle. However, braking alone is not enough to cope with complex and dangerous conditions such as tire blowouts.

[0063] For related technologies, see Figure 1b First, the tire pressure of each wheel and the speed of the vehicle are obtained. Next, when the tire pressure of any wheel is less than a preset tire pressure threshold and the speed of the vehicle is greater than a first preset speed threshold, the wheel speed of each wheel is obtained. Then, according to the wheel speed of each wheel, the braking deceleration corresponding to each wheel is determined. Finally, according to the braking deceleration corresponding to each wheel, each wheel is braked so that the difference in wheel speed of each wheel is less than or equal to the preset wheel speed threshold. In the above embodiment, when a tire blowout occurs in the vehicle, the system can automatically adjust the brakes to reduce the risk of driver misoperation, thereby improving the safety of the vehicle.

[0064] For related technologies, see Figure 1c First, when it is determined that any tire of the vehicle has a tire blowout, the driving state of the vehicle is determined based on the monitored quantity of the vehicle, wherein the monitored quantity includes the yaw angular velocity of the vehicle and the wheel speed of each tire, and / or the tire pressure of each tire. Next, a tire blowout control strategy corresponding to the driving state of the vehicle is obtained. Then, based on the tire blowout control strategy, the existing tire blowout braking control of the vehicle is offset. Finally, after it is determined that the existing tire blowout braking control has ended, the vehicle is driven and / or braked based on the current state information of the vehicle and the total required torque and target yaw torque included in the tire blowout control strategy. The above embodiments improve the accuracy of tire blowout control and enhance the stability of the vehicle after a tire blowout.

[0065] The above-mentioned related technologies control vehicle tire blowouts through control methods and installation equipment, which have certain limitations and cannot be fully applied to vehicle stability control under various tire blowout conditions. For example, a single braking control method adjusts the wheel torque, but it is easily affected by changes in the external environment, such as the state of the surrounding wheels. In addition, this method is mainly suitable for straight road driving and has poor adaptability to curved roads or complex working conditions.

[0066] Based on this, the embodiment of this specification provides a method for controlling the stability of a tire blowout vehicle. First, when it is determined that a vehicle tire blowout signal has been generated and the vehicle control parameter is greater than a threshold value, the ideal deceleration and the ideal steering wheel angle are determined based on the vehicle speed when the tire blowout occurs. Then, based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle are determined. Finally, the wheels of the vehicle are jointly controlled based on the braking force distribution corresponding to each wheel of the vehicle, and the steering wheel angle controller is controlled based on the steering wheel angle parameter, so that the vehicle driving state meets the stability condition, effectively responds to the tire blowout situation, avoids the limitation of single control, and adapts to a variety of tire blowout conditions, especially maintaining the stability of the vehicle under complex road conditions. By determining the ideal deceleration and the ideal steering wheel angle based on the vehicle speed when the tire blowout occurs, and determining the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, graded braking is achieved, so that the risk factor of the vehicle can be effectively reduced at different speeds, and the stability and deceleration effect of the vehicle in the case of a tire blowout can be ensured.

[0067] It should be noted that the tire blowout vehicle stability control method provided in the embodiments of this specification is applied to a brake-by-wire system. Compared with the traditional hydraulic vacuum booster braking system, the brake-by-wire system is simple in design and lightweight, which helps to improve the overall braking performance and provides more functions in terms of intelligence. The brake-by-wire system adjusts the braking force of the wheels through graded braking when the vehicle has a tire blowout, thereby achieving vehicle stability control. While performing this control, the brake-by-wire system also has an energy recovery function, which improves the endurance, and has a wide range of applications.

[0068] The brake-by-wire system adopts an integrated design, integrating the motor and reducer into a single structure, namely the motor-reducer integrated structure. The above design not only simplifies the system structure and reduces the number of components, but also makes the system lighter and easier to arrange and assemble. The motor-reducer integrated structure is usually installed at the rear of the vehicle and directly connected to the wheels. When the vehicle brakes or the driving speed is reduced, the motor-reducer uses inertia to convert part of the kinetic energy into electrical energy. This process is achieved by adjusting the speed of the motor rotor to generate the required braking torque. The motor not only drives the wheels, but is also responsible for converting the energy generated by braking into electrical energy and storing it in the battery.

[0069] In addition, compared with the traditional hydraulic vacuum assisted braking system, the wire control brake system has obvious advantages in energy consumption. The traditional hydraulic vacuum assisted braking system requires a vacuum pump to generate auxiliary braking force, which consumes additional energy. The wire control brake system does not need to rely on a vacuum pump, which reduces energy consumption. In addition, the wire control brake system also has an energy recovery function, which can convert the released kinetic energy into electrical energy during braking and store it in the battery, thereby increasing the cruising range of new energy vehicles.

[0070] The brake-by-wire system has superior performance, with faster response speed and more precise braking force control capabilities. The brake-by-wire system reacts to cornering braking in less than 150 milliseconds, significantly faster than traditional braking systems. This rapid response capability makes it perform better in scenarios with high requirements for braking performance, such as autonomous driving. In addition, the brake-by-wire system uses sensors and intelligent control algorithms to monitor vehicle status and driver behavior in real time, and accurately adjust the braking force and wheel cylinder pressure according to actual needs, thereby significantly improving driving safety.

[0071] This specification provides a method for controlling the stability of a vehicle with a tire blowout. Figure 2 , the method may include the following steps:

[0072] S210: When it is determined that a vehicle tire blowout signal has been generated and the vehicle control parameter is greater than a threshold, determine an ideal deceleration and an ideal steering wheel angle based on the vehicle speed when the vehicle has a tire blowout.

[0073] Specifically, the direct tire pressure sensor monitors the wheel status in real time, and generates a vehicle tire blowout signal when it detects a sharp drop in tire pressure or signs of tire instability. After determining that the vehicle tire blowout signal has been generated, the electronic control unit immediately obtains the current vehicle control parameters, such as vehicle speed, acceleration, etc., and compares them with the set threshold. The setting of the threshold can be based on vehicle design and test data to ensure stable operation within the normal driving range. When it is determined that the vehicle control parameter is greater than the threshold, it indicates that the vehicle is in an unstable state, thus triggering further control operations. At this time, the wire control brake system will intervene, and the wire control brake system will calculate the ideal deceleration based on the vehicle speed at the time of the tire blowout. Vehicle speed is an important factor in determining deceleration, because the deceleration needs to match the vehicle speed to avoid further loss of control. In addition, the wire control brake system will also consider the current driving state and trajectory of the vehicle and calculate the ideal steering wheel angle to keep the vehicle stable.

[0074] In some implementations, the ideal deceleration and the ideal steering wheel angle may be calculated based on the vehicle speed and the vehicle dynamics model when the vehicle has a tire blowout.

[0075] In other embodiments, mapping data of vehicle speed, deceleration, and steering wheel angle when a tire blows out is obtained in advance through experiments or simulations to form a lookup table. When a tire blows out, the current vehicle speed is obtained in real time, and the corresponding ideal deceleration and ideal steering wheel angle are found from the lookup table.

[0076] S220: Determine the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle.

[0077] S230: Control each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and control the steering wheel angle controller based on the steering wheel angle parameter, so that the driving state of the vehicle meets the stability condition.

[0078] Specifically, the trajectory of the vehicle can be the path that the vehicle travels along the set path under given driving conditions. The electronic control unit can determine the trajectory of the vehicle based on the vehicle model and vehicle parameters. The wire control brake system calculates the braking force required for each wheel based on the adhesion conditions of each wheel of the vehicle and the dynamic requirements of the vehicle, using the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle to ensure the stability of the vehicle during braking. According to the ideal steering wheel angle parameter, the wire control brake system calculates the actual steering wheel angle that needs to be adjusted, that is, the execution steering wheel angle parameter, and sends a signal carrying the parameter to the steering wheel angle controller to achieve control of the steering wheel angle controller. And the wire control brake system applies the braking force corresponding to each wheel of the vehicle to the brake to control the corresponding brake to brake the wheel, so as to achieve precise braking force distribution, so that the vehicle driving state meets the stability condition.

[0079] In the above implementation, first, when it is determined that a vehicle tire blowout signal has been generated and the vehicle control parameter is greater than a threshold value, the ideal deceleration and the ideal steering wheel angle are determined based on the vehicle speed when the tire blowout occurs. Then, based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle are determined. Finally, the wheels of the vehicle are jointly controlled based on the distribution of the braking force corresponding to each wheel of the vehicle, and the steering wheel angle controller is controlled based on the steering wheel angle parameter, so that the vehicle driving state meets the stability condition, effectively responds to the tire blowout situation, avoids the limitation of single control, and adapts to a variety of tire blowout conditions, especially maintaining the stability of the vehicle under complex road conditions. By determining the ideal deceleration and the ideal steering wheel angle based on the vehicle speed when the tire blowout occurs, and determining the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, graded braking is achieved, so that the risk factor of the vehicle can be effectively reduced at different speeds, and the stability and deceleration effect of the vehicle in the case of a tire blowout can be ensured.

[0080] In some embodiments, the method may further include: in the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and controlling the steering wheel angle controller based on the execution steering wheel angle parameter, recovering the generated kinetic energy and converting it into electrical energy.

[0081] Specifically, when a vehicle has a tire blowout, in order to improve the stability and handling of the vehicle, a braking force is applied to each wheel of the vehicle and the steering wheel angle controller is controlled based on the execution steering wheel angle parameter. The brake-by-wire system applies different braking forces to each wheel of the vehicle based on the dynamic changes caused by the tire blowout to keep the vehicle's driving state meeting the stability condition. The steering wheel angle controller adjusts the angle of the steering wheel based on the execution steering wheel angle parameter, thereby effectively correcting the vehicle's driving trajectory. In the above control process, the brake-by-wire system participates in and generates kinetic energy throughout the process, and then the brake-by-wire system converts the generated kinetic energy into electrical energy through its regenerative braking technology. The converted electrical energy will be transmitted to the vehicle's battery for storage. In this way, not only the energy generated during the turning process is effectively recovered, but also the energy utilization efficiency of the vehicle is improved.

[0082] In the above-mentioned embodiment, in the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and controlling the steering wheel angle controller based on the execution steering wheel angle parameters, the generated kinetic energy is recovered and converted into electrical energy, which not only helps to improve the overall energy efficiency of the vehicle, but also reduces energy consumption and improves the vehicle's endurance.

[0083] In some embodiments, see Figure 3 , based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, determining the steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle may include the following steps:

[0084] S310: Determine the deceleration corresponding to the steering wheel angle parameter and each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle.

[0085] S320: Determine the braking force corresponding to each wheel of the vehicle based on the deceleration corresponding to each wheel of the vehicle and the load data corresponding to each wheel of the vehicle.

[0086] Specifically, the brake-by-wire system calculates the execution steering wheel angle parameters and the deceleration corresponding to each wheel of the vehicle based on the adhesion conditions of each wheel of the vehicle and the dynamic requirements of the vehicle, using the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle. The dynamic model of the vehicle is established, which may include a two-degree-of-freedom model of the vehicle, taking into account the yaw motion and lateral motion of the vehicle. The load data corresponding to each wheel of the vehicle reflects the weight distribution of the vehicle under different working conditions. Based on the load data corresponding to each wheel of the vehicle and the deceleration corresponding to each wheel of the vehicle, the braking force corresponding to each wheel of the vehicle is calculated through the dynamic model of the vehicle and the tire model (such as the tire mechanics model).

[0087] For example, according to the formula F=m 1 a 1 , where the braking deceleration required for a wheel of the vehicle is a 1 , the load data corresponding to a certain wheel of the vehicle is m 1 , and obtain the braking force corresponding to the wheel of the vehicle.

[0088] In the above implementation, based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, the execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle are determined, and based on the deceleration corresponding to each wheel of the vehicle and the load data corresponding to each wheel of the vehicle, the braking force corresponding to each wheel of the vehicle is determined to ensure that the vehicle remains stable when a tire blows out.

[0089] In some embodiments, see Figure 4a , based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, determining the execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle may include the following steps:

[0090] S410: Determine a deceleration error of the vehicle according to the deceleration of the vehicle when the tire bursts and the ideal deceleration.

[0091] S420: Determine a steering wheel angle error of the vehicle according to a steering wheel angle parameter when the vehicle has a tire blowout and an ideal steering wheel angle.

[0092] S430: Determine the steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle based on the deceleration error of the vehicle, the steering wheel angle error of the vehicle and the trajectory of the vehicle.

[0093] Specifically, when a vehicle has a tire blowout, the brake-by-wire system calculates the ideal deceleration based on the vehicle speed at the time of the tire blowout. The vehicle speed is an important factor in determining the deceleration, because the deceleration needs to match the vehicle speed to avoid further loss of control. In addition, the brake-by-wire system will also consider the current driving state and trajectory of the vehicle to calculate the ideal steering wheel angle to keep the vehicle stable. The brake-by-wire system obtains the deceleration of the vehicle when the tire blows out and the steering wheel angle parameters of the vehicle when the tire blows out. Then, the brake-by-wire system subtracts the deceleration of the vehicle when the tire blows out from the ideal deceleration to obtain the deceleration error of the vehicle. And the brake-by-wire system subtracts the steering wheel angle parameters of the vehicle when the tire blows out from the ideal steering wheel angle to obtain the steering wheel angle error of the vehicle. By deploying a fuzzy neural network model of the brake-by-wire system, the deceleration error of the vehicle, the steering wheel angle error of the vehicle and the trajectory of the vehicle are used as input data of the model to determine the execution steering wheel angle parameters and the deceleration corresponding to each wheel of the vehicle. Among them, an adaptive fuzzy neural network model can be used to determine the execution steering wheel angle parameters and the deceleration corresponding to each wheel of the vehicle.

[0094] For example, see Figure 4b , Figure 4b This is the structural diagram of the adaptive fuzzy neural network model. Please continue to refer to Figure 4b ,The adaptive fuzzy neural network model needs to go through a five-layer network structure, and the first layer is the input layer. The input data of the input layer can be the vehicle’s deceleration error, the vehicle’s steering wheel angle error, and the vehicle’s trajectory.

[0095] The second layer is the fuzzification layer. Each input data corresponds to a group of nodes, the number of nodes is m. i is relative to x i The number of fuzzy classifications performed, where each node represents a fuzzy verbal variable value. The role of each node in the second layer is to calculate the membership function μ of each component of the input vector to each verbal variable fuzzy set ij , where (i = 1, 2, ..., n; j = 1, 2, ..., m i ), n is the number of input data. i is x i There are n groups of membership functions, each with m i membership function. For example, the membership function is expressed as:

[0096]

[0097] Among them, c ij and σ ij Represent the center value and width value of the membership function respectively.

[0098] Each node in the third layer represents a fuzzy rule, which is used to match the antecedents of the fuzzy rule and calculate the practicality of each rule. In the second layer, there are n groups of membership functions. One membership function is taken from each group without duplication to form the nodes of the third layer, that is,

[0099] The number of nodes in the fourth layer is the same as that in the third layer. It performs normalized calculation on the applicability of each rule, i.e.

[0100] The fifth layer is the output layer, which realizes the clear calculation, that is, w ij Equivalent to y i The central value of the j-th membership function.

[0101] It should be noted that the advantages of the adaptive fuzzy neural network model can include:

[0102] Nonlinear modeling capabilities: The adaptive fuzzy neural network model effectively captures complex nonlinear relationships through the combination of fuzzy logic and neural networks, overcomes highly nonlinear data patterns that traditional linear models cannot handle, and improves the accuracy of prediction and classification.

[0103] Self-learning and adaptability: The adaptive fuzzy neural network model can achieve real-time learning and optimization by dynamically adjusting network parameters to adapt to changes in input data, thereby improving the accuracy and generalization ability of the model.

[0104] Fault tolerance and robustness: The adaptive fuzzy neural network model has a certain degree of fault tolerance. When facing noise and outliers in the data, it maintains a high prediction performance and uses fuzzy logic to handle uncertainty, thereby improving the robustness of the overall system.

[0105] Parallel processing capability: The adaptive fuzzy neural network model supports parallel computing of multiple input variables, optimizes computing efficiency, and significantly improves speed and performance when processing large-scale data.

[0106] Interpretability and visualization: Provides visualization tools for the decision-making process of the adaptive fuzzy neural network model, enabling users to understand the internal working mechanisms of fuzzy rules and neural networks, enhancing the transparency and interpretability of the model.

[0107] Strong adaptability: Through continuous training and adjustment of the adaptive fuzzy neural network model structure and weights, it can adapt to different types of input data, ensuring the flexibility and accuracy of the model.

[0108] Generalization ability: The adaptive fuzzy neural network model has strong generalization ability and can effectively avoid overfitting. It can generalize the learning of training data to unknown data, thereby improving the adaptability to new data.

[0109] Applicable to big data: The adaptive fuzzy neural network model can process and analyze large-scale data sets, extract useful features from them, and mine hidden information in the data to support efficient decision making and predictive analysis.

[0110] In the above embodiment, the deceleration error of the vehicle is determined based on the deceleration of the vehicle when it has a tire blowout and the ideal deceleration, and the steering wheel angle error of the vehicle is determined based on the steering wheel angle parameter of the vehicle when it has a tire blowout and the ideal steering wheel angle. Based on the deceleration error of the vehicle, the steering wheel angle error of the vehicle and the trajectory of the vehicle, the steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle are determined so that the driving state of the vehicle satisfies the stability condition.

[0111] In some embodiments, see Figure 5 , a vehicle tire blowout signal is generated in the following ways:

[0112] S510: Determine the tire pressure change gradient corresponding to each wheel of the vehicle within a tire blowout detection cycle.

[0113] S520: When the tire pressure change gradient corresponding to at least one wheel meets the actual tire blowout condition, generate a vehicle tire blowout signal.

[0114] Specifically, the setting of the tire blowout detection cycle is critical to whether a tire blowout event can be responded to in a timely manner. For example, if the tire blowout detection cycle is too long, it will lead to delayed identification of the tire blowout event, thereby increasing the risk of driving. Therefore, a reasonable tire blowout detection cycle is an important factor in ensuring driving safety. In each tire blowout detection cycle, the direct tire pressure sensor in each tire will regularly collect the tire pressure of its corresponding tire and calculate the tire pressure change gradient of each tire in the cycle. The calculated pressure change gradient is compared with the preset real tire blowout condition. The preset real tire blowout condition may include a sharply declining pressure change rate and a pressure value below a specific threshold (such as close to or below atmospheric pressure). If the tire pressure change gradient corresponding to at least one tire meets the real tire blowout condition, a vehicle tire blowout signal is generated. Exemplarily, the tire blowout detection cycle can be 2 detection cycles, one detection cycle can include 5 recognition frames, and 1 recognition frame can be 10 milliseconds.

[0115] For example, in each tire blowout detection cycle, the direct tire pressure sensor in each tire will regularly collect the tire pressure of its corresponding tire. If the tire pressure corresponding to at least one tire drops to atmospheric pressure quickly during the detection cycle, the real tire blowout condition is met, and it is determined that the tire whose tire pressure drops to atmospheric pressure is in a real tire blowout state.

[0116] In the above embodiment, within the tire blowout detection cycle, the tire pressure change gradient corresponding to each wheel of the vehicle is determined, and when the tire pressure change gradient corresponding to at least one wheel meets the real tire blowout condition, a vehicle tire blowout signal is generated so that braking measures can be taken quickly to reduce the risk of accidents and improve driving safety.

[0117] In some embodiments, the vehicle control parameter is a sideslip angle.

[0118] Specifically, the center of mass slip angle reflects the deviation of the center of mass relative to the direction of the vehicle during turning or driving. The center of mass slip angle is compared with the threshold. When the center of mass slip angle is greater than the threshold, it can indicate that the vehicle is close to losing stability and there is a risk of skidding or overturning. Therefore, the vehicle control parameter can be the center of mass slip angle.

[0119] The center of mass sideslip angle can be determined in the following manner: the electronic control unit obtains vehicle state parameters through sensors, such as lateral acceleration, yaw rate, longitudinal velocity, etc. Then the electronic control unit calculates the center of mass sideslip angle by using the vehicle state parameters in combination with a dynamic model (such as a vehicle two-degree-of-freedom model).

[0120] Exemplarily, the center of mass sideslip angle is determined by the following formula:

[0121]

[0122] Among them, β is the sideslip angle of the center of mass, v is the vehicle speed, α is the steering wheel angle, is the stability factor, which is an important parameter to characterize the stability response of the vehicle. m is the vehicle mass, r is the wheel radius, l is f is the distance from the center of mass to the front wheelbase, l r is the distance from the center of mass to the rear wheelbase, k f is the front wheel cornering stiffness, k r is the rear wheel cornering stiffness.

[0123] In some embodiments, the trajectory of the vehicle is determined in the following manner: the trajectory of the vehicle is determined based on a steering wheel angle parameter when the vehicle has a tire blowout.

[0124] The trajectory of the vehicle includes at least one of a straight road, a curve, and a lane change.

[0125] Specifically, the steering wheel angle parameters of the vehicle when the tire bursts are obtained through sensors. The trajectory of the vehicle is determined using the steering wheel angle parameters and the vehicle dynamics model. Exemplarily, the changes in the steering wheel angle parameters are analyzed. If the steering wheel remains relatively stable, it can be inferred that the vehicle is traveling in a straight line, and the trajectory of the vehicle is determined to be a straight road. If the steering wheel angle parameters change significantly and the vehicle speed decreases, it can be determined that the vehicle has entered or is traveling in a curve, and the trajectory of the vehicle is determined to be a turn. If the steering wheel angle parameters change rapidly and significantly in a short period of time, and the vehicle speed may fluctuate, the vehicle may be changing lanes, and the trajectory of the vehicle is determined to be changing lanes. In other embodiments, information about the vehicle's surroundings, including roads, vehicle positions, obstacles, etc., can be obtained through a camera. The image captured by the camera is recognized to determine the trajectory of the vehicle.

[0126] In the above implementation, the trajectory of the vehicle is determined based on the steering wheel angle parameters when the vehicle has a tire blowout, providing a data basis for subsequently determining the steering wheel angle parameters and braking force that are adapted to the vehicle's own conditions.

[0127] In some embodiments, the vehicle driving state satisfies a stability condition, which may include: when a body yaw angular velocity of the vehicle is less than or equal to a preset angular velocity threshold, the vehicle satisfies the stability condition.

[0128] Specifically, in the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and controlling the steering wheel angle controller based on the execution steering wheel angle parameter, the vehicle body yaw angular velocity is obtained in real time through a sensor (such as a gyroscope), and compared with a preset angular velocity threshold. When the vehicle body yaw angular velocity is less than or equal to the preset angular velocity threshold, the vehicle is in a stable state, that is, the vehicle meets the stability condition. When the vehicle body yaw angular velocity is greater than the preset angular velocity threshold, there is a risk of instability. Exemplarily, the preset angular velocity threshold may be 5 deg / s.

[0129] In the above embodiment, when the yaw angular velocity of the vehicle body is less than or equal to the preset angular velocity threshold, the vehicle meets the stability condition so that the vehicle can be controlled more accurately.

[0130] In some embodiments, the vehicle driving state satisfies a stability condition, which may include: when the vehicle speed is less than or equal to a preset speed threshold, the vehicle driving state satisfies the stability condition.

[0131] Specifically, in the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and controlling the steering wheel angle controller based on the execution steering wheel angle parameter, the vehicle speed is obtained in real time and compared with the preset speed threshold. When the vehicle speed is less than or equal to the preset speed threshold, the vehicle is in a stable state, that is, the vehicle meets the stability condition. When the vehicle speed is greater than the preset speed threshold, there is a risk of instability. Exemplarily, the preset speed threshold may be 20 kilometers per hour.

[0132] In the above implementation, when the vehicle speed is less than or equal to the preset speed threshold, the vehicle driving state satisfies the stability condition so as to control the vehicle more accurately.

[0133] The present specification provides a tire blowout vehicle stability control system 600, see Figure 6 The tire blowout vehicle stability control system 600 includes:

[0134] The brake-by-wire system 610 is used to determine an ideal deceleration and an ideal steering wheel angle based on the vehicle speed at the time of the tire blowout when it is determined that a vehicle tire blowout signal has been generated and a vehicle control parameter is greater than a threshold value; and to determine an execution steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory; and to control each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and to control the steering wheel angle controller based on the execution steering wheel angle parameter, so that the vehicle driving state meets a stable condition.

[0135] Specifically, when it is determined that a vehicle tire blowout signal has been generated and it is determined that the vehicle control parameter is greater than a threshold value, it indicates that the vehicle is in an unstable state, thus triggering further control operations. At this time, the wire control brake system 610 will intervene, and the wire control brake system 610 calculates the ideal deceleration based on the vehicle speed at the time of the tire blowout. The vehicle speed is an important factor in determining the deceleration, because the deceleration needs to match the vehicle speed to avoid further loss of control. In addition, the wire control brake system 610 will also consider the current driving state and trajectory of the vehicle and calculate the ideal steering wheel angle to keep the vehicle stable.

[0136] The trajectory of the vehicle may be the path that the vehicle travels along the set path under given driving conditions. The electronic control unit may determine the trajectory of the vehicle based on the vehicle model and vehicle parameters. The brake-by-wire system 610 calculates the braking force required for each wheel based on the adhesion conditions of each wheel of the vehicle and the dynamic requirements of the vehicle, using the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle to ensure the stability of the vehicle during braking. According to the ideal steering wheel angle parameter, the brake-by-wire system 610 calculates the actual steering wheel angle that needs to be adjusted, i.e., the execution steering wheel angle parameter, and sends a signal carrying the parameter to the steering wheel angle controller to achieve control of the steering wheel angle controller. And the brake-by-wire system 610 applies the braking force corresponding to each wheel of the vehicle to the brake to control the corresponding brake to brake the wheel, so as to achieve accurate braking force distribution, so that the vehicle driving state meets the stability condition.

[0137] In the above-mentioned implementation, when it is determined that a vehicle tire blowout signal has been generated and the vehicle control parameter is greater than a threshold value, the wire control brake system determines the ideal deceleration and the ideal steering wheel angle based on the vehicle speed at the time of the tire blowout; and determines the execution steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory; and controls each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and controls the steering wheel angle controller based on the execution steering wheel angle parameter, so that the vehicle driving state meets the stability condition, effectively responds to the tire blowout situation, avoids the limitation of single control, and adapts to various tire blowout conditions, especially maintaining the stability of the vehicle under complex road conditions. By determining the ideal deceleration and the ideal steering wheel angle based on the vehicle speed at the time of the tire blowout, and determining the execution steering wheel angle parameter and the braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle, graded braking is achieved, so that the risk factor of the vehicle can be effectively reduced at different speeds, and the stability and deceleration effect of the vehicle in the case of a tire blowout can be ensured.

[0138] In some embodiments, the brake-by-wire system 610 is also used to recover and convert the generated kinetic energy into electrical energy during the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle and controlling the steering wheel angle controller based on the execution steering wheel angle parameters.

[0139] Specifically, in the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle and controlling the steering wheel angle controller based on the steering wheel angle parameter, the brake-by-wire system 610 participates in the whole process and generates kinetic energy, and then the brake-by-wire system 610 converts the generated kinetic energy into electrical energy through its regenerative braking technology. The converted electrical energy will be transmitted to the battery of the vehicle for storage.

[0140] In the above-mentioned embodiment, the brake-by-wire system recovers and converts the generated kinetic energy into electrical energy while controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle and controlling the steering wheel angle controller based on the execution steering wheel angle parameters. This not only helps to improve the overall energy efficiency of the vehicle, but also reduces energy consumption and improves the vehicle's endurance.

[0141] In some embodiments, the tire blowout vehicle stability control system 600 further includes:

[0142] The direct tire pressure sensor 620 is used to determine the tire pressure change gradient corresponding to each wheel of the vehicle during the tire blowout detection cycle, and generate and send a vehicle tire blowout signal when the tire pressure change gradient corresponding to at least one wheel meets the real tire blowout condition.

[0143] Specifically, in each tire blowout detection cycle, the direct tire pressure sensor 620 in each tire will regularly collect the tire pressure of its corresponding tire and calculate the tire pressure change gradient of each tire in the cycle. The calculated pressure change gradient is compared with the preset real tire blowout condition. The preset real tire blowout condition may include a sharply decreasing pressure change rate and a pressure value below a specific threshold (such as close to or below atmospheric pressure). If the tire pressure change gradient corresponding to at least one tire meets the real tire blowout condition, a vehicle tire blowout signal is generated.

[0144] The electronic control unit 630 is used to determine the trajectory of the vehicle based on the steering wheel angle parameter when the vehicle has a tire burst.

[0145] Specifically, the electronic control unit 630 uses the steering wheel angle parameter and the vehicle dynamics model to determine the trajectory of the vehicle. Exemplarily, the electronic control unit 630 analyzes the change in the steering wheel angle parameter. If the steering wheel remains relatively stable, it can be inferred that the vehicle is traveling in a straight line, and the trajectory of the vehicle is determined to be a straight road. If the steering wheel angle parameter changes significantly and the vehicle speed decreases, it can be determined that the vehicle enters or is traveling in a curve, and the trajectory of the vehicle is determined to be a turn. If the steering wheel angle parameter changes rapidly and significantly in a short period of time, and the vehicle speed may fluctuate, the vehicle may be performing a lane change operation, and the trajectory of the vehicle is determined to be a lane change.

[0146] In the above-mentioned implementation, the direct tire pressure sensor determines the tire pressure change gradient corresponding to each wheel of the vehicle during the tire blowout detection cycle, and generates and sends a vehicle tire blowout signal when the tire pressure change gradient corresponding to at least one wheel meets the real tire blowout condition, so as to quickly take braking measures, reduce the risk of accidents, and improve driving safety. The electronic control unit determines the trajectory of the vehicle based on the steering wheel angle parameters when the vehicle has a tire blowout, providing a data basis for the subsequent determination of the execution steering wheel angle parameters and braking force adapted to the vehicle's own conditions.

[0147] In some embodiments, the electronic control unit 630 is further configured to determine a sideslip angle of the center of mass and compare the angle with a threshold.

[0148] Specifically, the electronic control unit 630 obtains vehicle state parameters, such as lateral acceleration, yaw rate, longitudinal speed, etc., through sensors. Then, the electronic control unit 630 calculates the center of mass slip angle by using the vehicle state parameters in combination with a dynamic model (such as a vehicle two-degree-of-freedom model). Then, the electronic control unit 630 compares the center of mass slip angle with a threshold value. When the center of mass slip angle is greater than the threshold value, it can indicate that the vehicle is close to losing stability and there is a risk of skidding or overturning.

[0149] In the above implementation, the electronic control unit determines the sideslip angle of the center of mass and compares it with a threshold value, thereby providing a prerequisite for whether stability control of the tire blowout vehicle is required.

[0150] This specification provides a tire blowout vehicle stability control device 700, see Figure 7 The tire blowout vehicle stability control device 700 includes: an ideal data acquisition module 710 , a braking force determination module 720 , and a vehicle stability control module 730 .

[0151] An ideal data acquisition module 710 is used to determine an ideal deceleration and an ideal steering wheel angle based on the vehicle speed when the vehicle has a tire blowout when it is determined that a vehicle tire blowout signal has been generated and the vehicle control parameter is greater than a threshold value;

[0152] A braking force determination module 720, configured to determine a steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle;

[0153] The vehicle stability control module 730 is used to control each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and to control the steering wheel angle controller based on the execution steering wheel angle parameter so that the vehicle driving state meets the stability condition.

[0154] For a detailed description of the stability control device for a vehicle with a tire blowout, reference may be made to the above description of the stability control method for a vehicle with a tire blowout, which will not be described in detail here.

[0155] An embodiment of the present specification provides a vehicle, wherein the vehicle includes a brake-by-wire system, and the brake-by-wire system is used to perform the steps of any one of the above methods.

[0156] An embodiment of the present specification provides a computer device, including a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the computer program, the method steps in the above embodiment are implemented.

[0157] An embodiment of the present specification provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the method in any of the above embodiments are implemented.

[0158] One embodiment of the present specification provides a computer program product, which includes instructions. When the instructions are executed by a processor of a computer device, the computer device can perform the steps of the method of any of the above embodiments.

[0159] In some embodiments, a computer device is provided, which may be a terminal, and its internal structure diagram may be as shown in FIG. Figure 8 As shown. The computer device includes a processor, a memory, a communication interface, a display screen and an input device connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be achieved through WIFI, an operator network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a method for controlling the stability of a tire-burst vehicle is implemented. The display screen of the computer device can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a key, trackball or touchpad set on the computer device housing, or an external keyboard, touchpad or mouse, etc.

[0160] Those skilled in the art will understand that Figure 8 The structure shown in the figure is merely a block diagram of a portion of the structure related to the solution disclosed in this specification, and does not constitute a limitation on the computer device to which the solution disclosed in this specification is applied. Specifically, the computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0161] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or otherwise processing in a suitable manner if necessary, and then stored in a computer memory.

Claims

1. A method for controlling stability of a vehicle with a tire blowout, characterized in that: The method comprises: When it is determined that a vehicle tire blowout signal has been generated and it is determined that the vehicle control parameter is greater than a threshold value, determining an ideal deceleration and an ideal steering wheel angle based on the vehicle speed when the vehicle tire blows out; Determining, based on the ideal deceleration, the ideal steering wheel angle, and the trajectory of the vehicle, a steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle; Each wheel of the vehicle is controlled based on the braking force corresponding to each wheel of the vehicle, and a steering wheel angle controller is controlled based on the execution steering wheel angle parameter, so that the driving state of the vehicle meets a stable condition.

2. The method according to claim 1, characterized in that The method further comprises: In the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle and controlling the steering wheel angle controller based on the execution steering wheel angle parameter, the generated kinetic energy is recovered and converted into electrical energy.

3. The method according to claim 1, characterized in that The step of determining a steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle, and the trajectory of the vehicle includes: Determining the execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle; The braking force corresponding to each wheel of the vehicle is determined based on the deceleration corresponding to each wheel of the vehicle and the load data corresponding to each wheel of the vehicle.

4. The method according to claim 3, characterized in that The step of determining the execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle, and the trajectory of the vehicle comprises: Determining a deceleration error of the vehicle according to the deceleration of the vehicle when the tire bursts and the ideal deceleration; Determining a steering wheel angle error of the vehicle according to a steering wheel angle parameter when the vehicle has a tire blowout and the ideal steering wheel angle; The execution steering wheel angle parameter and the deceleration corresponding to each wheel of the vehicle are determined based on the deceleration error of the vehicle, the steering wheel angle error of the vehicle and the trajectory of the vehicle.

5. The method according to claim 1, characterized in that The vehicle tire burst signal is generated by: During the tire blowout detection cycle, determine the tire pressure change gradient corresponding to each wheel of the vehicle; When the tire pressure change gradient corresponding to at least one of the wheels meets the real tire blowout condition, the vehicle tire blowout signal is generated.

6. The method according to claim 1, characterized in that The vehicle control parameter is the sideslip angle of the center of mass.

7. The method according to claim 1, characterized in that The trajectory of the vehicle is determined by: The trajectory of the vehicle is determined based on the steering wheel angle parameter when the vehicle has a tire burst; wherein the trajectory of the vehicle includes at least one of a straight road, a curve, and a lane change.

8. The method according to claim 1, characterized in that: The vehicle driving state satisfies a stable condition, including: When the vehicle body yaw angular velocity is less than or equal to a preset angular velocity threshold, the vehicle meets the stability condition; or, When the vehicle speed is less than or equal to a preset speed threshold, the vehicle driving state meets the stability condition.

9. A tire blowout vehicle stability control system, characterized in that: The system comprises: A brake-by-wire system is used to determine an ideal deceleration and an ideal steering wheel angle based on the vehicle speed when the vehicle has a tire blowout when it is determined that a vehicle tire blowout signal has been generated and a vehicle control parameter is greater than a threshold value; and to determine an execution steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and a trajectory; and to control each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and to control a steering wheel angle controller based on the execution steering wheel angle parameter, so that the vehicle driving state satisfies a stable condition.

10. The system according to claim 9, characterized in that The brake-by-wire system is also used to recover and convert the generated kinetic energy into electrical energy during the process of controlling each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle and controlling the steering wheel angle controller based on the execution steering wheel angle parameter.

11. The system according to claim 9, characterized in that The system further comprises: A direct tire pressure sensor, used to determine the tire pressure change gradient corresponding to each wheel of the vehicle during a tire blowout detection cycle, and to generate and send the vehicle tire blowout signal when the tire pressure change gradient corresponding to at least one of the wheels meets the real tire blowout condition; The electronic control unit is used to determine the trajectory of the vehicle based on the steering wheel angle parameters when the vehicle has a tire burst.

12. The system according to claim 11, characterized in that The electronic control unit is further used to determine the sideslip angle of the center of mass and compare it with a threshold.

13. A stability control device for a tire blowout vehicle, characterized in that: The device comprises: An ideal data acquisition module, for determining an ideal deceleration and an ideal steering wheel angle based on the vehicle speed at the time of the tire burst, when it is determined that a vehicle tire burst signal has been generated and the vehicle control parameter is greater than a threshold value; a braking force determination module, configured to determine a steering wheel angle parameter and a braking force corresponding to each wheel of the vehicle based on the ideal deceleration, the ideal steering wheel angle and the trajectory of the vehicle; A vehicle stability control module is used to control each wheel of the vehicle based on the braking force corresponding to each wheel of the vehicle, and to control a steering wheel angle controller based on the execution steering wheel angle parameter so that the vehicle driving state meets the stability condition.

14. A vehicle, characterized in that: The vehicle comprises a brake-by-wire system for performing the steps of the method according to any one of claims 1 to 8.

15. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

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