Vehicle tire blowout control method, device, medium, program product and vehicle

Abstract

The present application relates to a vehicle tire blowout control method, device, medium, program product and vehicle, wherein when a vehicle tire blowout is detected, the vehicle operation is controlled according to a first control parameter and a second control parameter when the vehicle tire blowout occurs; the first control parameter is determined based on first actual driving information, and the second control parameter is determined based on second actual driving information and expected driving information. The purpose is to improve the stability of the vehicle after a tire blowout.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle tire blowout control method, device, medium, program product and vehicle. Background Art

[0002] A tire blowout is an emergency situation. When a tire blowout occurs, the risk of vehicle loss of control can be reduced through the vehicle tire blowout control strategy to protect the safety of the driver and passengers. In the related technology, closed-loop feedback is used to achieve tire blowout stability control. However, since a tire blowout is an extremely violent and dangerous working condition, when a tire blowout just occurs, it is easy to cause the vehicle to become unstable during the tire blowout control process, affecting the stability of the vehicle after the tire blowout. Summary of the invention

[0003] The embodiments of the present application provide a vehicle tire blowout control method, device, medium, program product and vehicle, which improve the stability of the vehicle after a tire blowout, so as to at least partially solve the above technical problems.

[0004] In order to achieve the above-mentioned object, according to a first aspect of the present application, a vehicle tire blowout control method is provided, the vehicle tire blowout control method comprising:

[0005] When a tire blowout is detected, the operation of the vehicle is controlled according to a first control parameter and a second control parameter of the vehicle when the tire blowout occurs; the first control parameter is determined based on first actual driving information, and the second control parameter is determined based on second actual driving information and expected driving information.

[0006] According to a second aspect of the present application, there is provided an electronic device, including:

[0007] A control module is used to control the operation of the vehicle when a tire blowout is detected according to a first control parameter and a second control parameter when the tire blowout occurs; the first control parameter is determined based on first actual driving information, and the second control parameter is determined based on second actual driving information and expected driving information.

[0008] According to a third aspect of the present application, an electronic device is also provided, comprising a processor, wherein the processor is connected to a memory, wherein the memory stores a computer program, and wherein the processor is used to run the computer program in the memory to execute any of the above-mentioned vehicle tire blowout control methods.

[0009] According to a fourth aspect of the present application, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, any of the above-mentioned vehicle tire blowout control methods is implemented.

[0010] According to a fifth aspect of the present application, a computer program product is provided, which includes a computer program, and the computer program is executed by a processor to implement any of the above-mentioned vehicle tire blowout control methods.

[0011] According to a sixth aspect of the present application, a vehicle is provided, which executes any of the above vehicle tire blowout control methods, or includes the above electronic device or electronic equipment.

[0012] The vehicle tire blowout control method provided in the embodiment of the present application, when a vehicle tire blowout is detected, controls the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle tire blowout occurs; the first control parameter is determined based on the first actual driving information, and the second control parameter is determined based on the second actual driving information and the expected driving information. The first control parameter is a feedforward control parameter, and the second control parameter is a feedback control parameter. In this way, when a tire blowout occurs, the vehicle is controlled for tire blowout stability by combining the feedforward and feedback methods, which can avoid the problem of vehicle motion instability caused by excessive control amount during the tire blowout control process, and can improve the stability of the vehicle after the tire blowout, making the vehicle and the driver and passengers safer.

[0013] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0015] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0016] Figure 1 is a flow chart of an embodiment of a vehicle tire blowout control method provided in an embodiment of the present invention;

[0017] Figure 2 is a schematic diagram of a first exemplary flow chart of a vehicle tire blowout control method provided in an embodiment of the present invention;

[0018] Figure 3 Schematic diagram of the main wheel and auxiliary wheel of a vehicle after a tire burst provided in an embodiment of the present invention;

[0019] Figure 4 is a second exemplary flow chart of a vehicle tire blowout control method provided in an embodiment of the present invention;

[0020] Figure 5is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention;

[0021] Figure 6 It is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0023] A car tire blowout is an emergency situation. When a tire blowout occurs, the risk of vehicle loss of control can be reduced and the safety of the driver and passengers can be protected through a vehicle tire blowout control strategy. Closed-loop feedback is used in related technologies to achieve stable control of tire blowouts.

[0024] The inventors have discovered that since a tire blowout is an extremely violent and dangerous operating condition, when a tire blowout first occurs, the driving deviation of the closed-loop input is large, resulting in a large amount of control in the closed-loop feedback, which can easily cause the vehicle to become unstable or even roll over during the tire blowout control process, affecting the stability of the vehicle after the tire blowout.

[0025] Related technologies also use braking torque distribution (differential braking) to compensate for the additional yaw torque caused by a tire blowout, but this will inevitably cause the vehicle to slow down, making the vehicle's braking feel strong and reducing the vehicle's speed. Under some working conditions, it cannot meet the vehicle's tracking driving needs.

[0026] In order to solve the above problems, the embodiments of the present application propose a vehicle tire blowout control method, device, medium, program product and vehicle. The first control parameter of the embodiment of the present application is a feedforward control parameter, and the second control parameter is a feedback control parameter. In this way, when a tire blowout occurs, the vehicle is stably controlled by combining the feedforward and feedback methods, which can avoid the problem of vehicle motion instability caused by excessive control amount during the tire blowout control process, and can improve the stability of the vehicle after a tire blowout, making the vehicle and the driver and passengers safer.

[0027] Specifically, the vehicle tire blowout control method in the present application can be applied to electronic devices, and the executor of the vehicle tire blowout control method can also be an electronic device, and the electronic device can be a vehicle, such as a car, an electric car, a hybrid car, etc.

[0028] In the following, each embodiment is described in detail by taking the vehicle as an example in which the execution subject of the vehicle tire blowout control method is a vehicle.

[0029] Correspondingly, if Figure 1As shown, the vehicle tire blowout control method may include the following steps:

[0030] S10, when a tire blowout is detected, controlling the operation of the vehicle according to the first control parameter and the second control parameter when the tire blowout occurs;

[0031] The first control parameter is determined based on first actual driving information, and the second control parameter is determined based on second actual driving information and expected driving information.

[0032] In this embodiment, the vehicle may encounter a tire blowout during driving. When the vehicle has a tire blowout, the tire blowout identification system of the vehicle can detect the occurrence of the vehicle tire blowout and send out a tire blowout signal, indicating that the vehicle tire blowout has been detected. When a tire blowout is detected, a feedforward tire blowout control and a feedback tire blowout control can be performed based on the tire blowout event to obtain a first control parameter and a second control parameter, respectively. The feedforward tire blowout control is based on the first actual driving information generated after the vehicle has a tire blowout, and the tire blowout control parameters are obtained by feedforward tire blowout stability control. This utilizes the known first actual driving information. The first control parameters obtained by determining the occurrence of the lookup table can reduce the impact of the tire blowout in advance. The feedback tire blowout control is based on the deviation between the second actual driving information of the vehicle and the expected driving information after the vehicle has a tire blowout, and the second control parameters are obtained by feedback tire blowout stability control.

[0033] After a tire blowout, the deviation from the expected driving information is very large, which may easily lead to a very large second feedback control amount and cause vehicle instability, while the feedforward first control parameter may cause the vehicle to slow down, resulting in a strong braking feeling. Therefore, this embodiment combines the first control parameter and the second control parameter to comprehensively determine the target control parameter, so that the control input corresponding to the target control parameter will not be too large, which can avoid the problem of vehicle motion instability caused by using an excessively large control input when the tire blowout is stable, and will not cause the vehicle to slow down excessively, resulting in strong braking, and can stabilize the vehicle in both the lateral and longitudinal directions.

[0034] In the technical solution disclosed in this embodiment, when a tire blowout is detected, the vehicle operation is controlled according to the first control parameter and the second control parameter when the vehicle has a tire blowout; the first control parameter is determined based on the first actual driving information, and the second control parameter is determined based on the second actual driving information and the expected driving information. The first control parameter is a feedforward control parameter, and the second control parameter is a feedback control parameter. In this way, when a tire blowout occurs, the vehicle is controlled to be stable in the event of a tire blowout by combining the feedforward and feedback methods, which can avoid the problem of vehicle motion instability caused by excessive control during the tire blowout control process, improve the stability of the vehicle after a tire blowout, and make the vehicle and the driver and passengers safer.

[0035] In one embodiment, the first control parameter is used to stabilize the vehicle after a tire blowout, and the second control parameter is used to control the vehicle to perform path tracking.

[0036] In this embodiment, the first control parameter can adopt a feedforward tire blowout stabilization solution. According to the first control parameter, the first control parameter that can stabilize the vehicle after the tire blowout is determined. If the vehicle is controlled only according to the first control parameter, the vehicle can be stabilized after the tire blowout without the risk of swinging, rolling over, etc. However, only using the first control parameter will cause the vehicle to slow down. The expected driving information can also be the expected driving information of path tracking. The second control parameter determined based on the second actual driving information and the expected driving information can be used to control the vehicle to perform path tracking. If the vehicle is controlled only according to the first control parameter, the vehicle can be driven along a preset trajectory. It can be understood that when a tire blows out, the vehicle will deviate from the expected driving information of the path tracking, making the control amount of the second control parameter become very large, which is easy to cause the vehicle to become unstable. Based on this, this embodiment can combine the first control parameter and the second control parameter to control the vehicle operation, which can avoid the vehicle slowing down and being unable to continue path tracking, and can also avoid the vehicle instability problem caused by the large control amount corresponding to the second control parameter at the beginning of the tire blowout.

[0037] In one embodiment, the first actual driving information includes at least one of a tire burst position, a vehicle longitudinal velocity, a yaw rate, a steering wheel angle, and a front wheel steering angle.

[0038] In this embodiment, when a tire blowout is detected, a tire blowout identification signal (flag_tbs is 0 or 1) and the tire blowout position corresponding to the tire blowout identification signal can be obtained. The vehicle inertial navigation signal can also be read, including the vehicle longitudinal speed. , yaw rate , steering wheel angle or front wheel steering angle Etc., so that the first actual driving information can include at least one of the tire blowout position, the vehicle longitudinal speed, the yaw angular velocity, the steering wheel angle and the front wheel steering angle, and feedforward control is performed based on these first actual driving information to obtain accurate first control parameters.

[0039] In one embodiment, the method further comprises:

[0040] According to a preset correspondence between driving information and control parameters, the first control parameter matching the first actual driving information is determined.

[0041] In this embodiment, the first control parameter can be obtained by a preset corresponding relationship, which can be a preset corresponding relationship between different driving information and control parameters. The driving information in the preset corresponding relationship can include at least one of a preset tire burst position, a preset vehicle longitudinal speed, a preset yaw angular velocity, a preset steering wheel angle, and a preset front wheel steering angle, and the control parameter in the preset corresponding relationship can include a preset yaw torque and / or a preset angle.

[0042] The preset corresponding relationship may be a mapping table, a mapping function or a processing model, and the preset corresponding relationship is stored in the vehicle or in the cloud. When the vehicle has a tire blowout, the preset corresponding relationship is queried according to the first actual driving information to obtain driving information that matches the first actual driving information, and the control parameter corresponding to the driving information in the preset corresponding relationship is used as the first control parameter that matches the first actual driving information.

[0043] In this embodiment, the first control parameter may include a first yaw torque and / or first corner , the angle may refer to a steering angle of the vehicle, such as a front wheel angle.

[0044] This embodiment can quickly obtain the first control parameter by presetting the corresponding relationship and the first actual driving information, thereby improving the efficiency of vehicle tire blowout control.

[0045] In one embodiment, the desired driving information includes at least one of a desired lateral position, a desired heading angle, and a desired speed.

[0046] In this embodiment, the expected driving information may come from a path planning module of the vehicle. The path planning module mainly plans a path for the vehicle. The planned path includes discrete time The horizontal and vertical coordinates , heading angle and speed , these information can be used as the expected lateral position, expected heading angle and expected speed of the vehicle respectively, so that one of the expected lateral position, expected heading angle and expected speed can be obtained as the expected driving information. The second actual driving information can correspond to the expected driving information and be used to calculate the driving deviation. The second actual driving information may include at least one of the actual lateral position, the actual heading angle and the actual speed. The second control parameter is determined based on the second actual driving information and the expected driving information.

[0047] In one embodiment, the method comprises:

[0048] The second control parameter is determined according to a driving deviation between the second actual driving information and the expected driving information.

[0049] In this embodiment, based on the driving deviation between the second actual driving information of the vehicle and the expected driving information, a second control parameter that can compensate for the driving deviation can be determined. It can be understood that such a large driving deviation will appear after a tire blowout, so the second control parameter can achieve path tracking and feedback tire blowout stability control by compensating for the driving deviation.

[0050] For each type of expected driving information, the second actual driving information corresponding to the expected information can be obtained. Read the coordinate signal of the current vehicle , heading angle signal and speed signal , the actual lateral position of the vehicle corresponding to the expected lateral position, the actual heading angle corresponding to the expected heading angle, and the actual speed corresponding to the expected speed can be determined, and the driving deviation corresponding to different expected driving information can be calculated accordingly. The driving deviation includes the lateral deviation corresponding to the expected lateral position , the heading deviation corresponding to the desired heading angle and the speed deviation corresponding to the desired speed Based on the at least one driving deviation mentioned above, a second control parameter required to compensate for the driving deviation can be calculated.

[0051] In some embodiments, the vehicle may also include an unmanned driving module, and the path planning module plans the expected driving information such as the horizontal and vertical coordinates, the heading angle and the speed. The unmanned path planning module can calculate driving errors such as lateral deviation, heading deviation and speed deviation based on the horizontal and vertical coordinates, the heading angle and the speed planned by the path planning module, and the actual driving information such as the actual horizontal and vertical coordinates, the actual heading angle and the actual speed of the vehicle, and further calculate the steering wheel angle required for the vehicle to track the path, and the driving torque of each wheel for the vehicle to achieve the target speed.

[0052] That is to say, the driving deviation between the second actual driving information and the expected driving information can be directly obtained from the unmanned driving module to improve the tire blowout control efficiency.

[0053] In this embodiment, the second control parameter may correspond to the first control parameter, and may include a second yaw torque and / or a second angle, which may be a steering angle of the vehicle, such as a front wheel angle. The second control parameter may also include a driving torque required to compensate for speed deviation.

[0054] This embodiment determines the driving deviation according to the expected driving information and the second actual driving information corresponding to the expected driving information, and then determines the second control parameter required to compensate for the driving deviation, thereby obtaining accurate second control parameters and improving the accuracy of tire blowout stability control.

[0055] In one embodiment, determining the second control parameter according to the driving deviation corresponding to the expected driving information includes:

[0056] A second control parameter is determined according to the driving deviation and a derivative corresponding to the driving deviation.

[0057] In this embodiment, a derivative corresponding to the driving deviation can be obtained through differential calculation, and the second control parameter can be determined according to the driving deviation and its corresponding derivative.

[0058] For example, the driving deviation includes lateral deviation and heading deviation , through differential calculation, the lateral deviation at the current moment can be obtained The corresponding lateral deviation derivative , and heading deviation The corresponding heading deviation derivative , these four discrete signals are recorded as , , , , the second control parameter can be accurately determined using these four signals.

[0059] In one embodiment, determining the second control parameter according to the driving deviation and a derivative corresponding to the driving deviation includes:

[0060] Constructing a deviation state space equation according to the driving deviation and a derivative corresponding to the driving deviation;

[0061] The second control parameter is determined according to the deviation state space equation.

[0062] In this embodiment, according to the driving deviation and the derivative corresponding to the driving deviation, a deviation state space equation which may include the unsolved second control parameter is constructed, and the second control parameter can be solved by setting an optimization problem through the deviation state space equation.

[0063] For example, based on the lateral deviation at the current moment The corresponding lateral deviation derivative , and heading deviation The corresponding heading deviation derivative , construct the deviation state space equation:

[0064]

[0065] The second control parameter corresponding to the driving deviation can be calculated by processing the above deviation state space equation using LQR (Linear Quadratic Regulator), sliding mode control, MPC (Model Predictive Control), pole configuration method, etc.

[0066] In one example, the LQR method is used, the deviation state space equation is used as the mathematical model, and the objective function is designed as follows:

[0067]

[0068] By solving the optimization problem of the above objective function, the LQR gain matrix is ​​calculated , then the second control parameter of the LQR output is , more specifically, the feedback calculation can finally obtain the second yaw torque and the second corner .

[0069] This embodiment constructs a deviation state space equation through driving deviation and the derivative corresponding to the driving deviation, and sets an optimization problem based on the deviation state space equation to obtain a more accurate second control parameter, which can further improve the accuracy of tire blowout stability control.

[0070] In one embodiment, the first control parameter includes a first yaw torque and / or a first rotation angle, and the second control parameter includes a second yaw torque and / or a second rotation angle. The first control parameter and the second control parameter are combined in various ways to control the operation of the vehicle so that the vehicle is more stable after a tire blowout.

[0071] In one embodiment, controlling the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle has a tire burst includes: setting the first yaw torque in the first control parameter to a target yaw torque, controlling the operation of the vehicle according to the target yaw torque, and setting the second steering angle in the second control parameter to a target steering angle, and controlling the operation of the vehicle according to the target steering angle.

[0072] In one embodiment, controlling the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle has a tire burst includes: setting the second yaw torque in the second control parameter to a target yaw torque, and controlling the operation of the vehicle according to the target yaw torque; setting the first turning angle in the first control parameter to a target turning angle, and controlling the operation of the vehicle according to the target turning angle.

[0073] In one embodiment, controlling the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle has a tire blowout includes:

[0074] determining a target yaw torque according to a first yaw torque in the first control parameter and a second yaw torque in the second control parameter, and controlling the vehicle operation according to the target yaw torque; and / or

[0075] A target turning angle is determined according to a first turning angle in the first control parameter and a second turning angle in the second control parameter, and the operation of the vehicle is controlled according to the target turning angle.

[0076] In this embodiment, refer to Figure 2 , firstly calculate the first control parameter of the tire blowout stability control, and calculate the second control parameter of the tire blowout stability control, and calculate the target yaw torque and / or target steering angle of the tire blowout control according to the first control parameter and the second control parameter, the target steering angle can be a steering angle, such as a front wheel steering angle, and then distribute the torque applied to each wheel according to the target yaw torque and the vehicle driving torque, control the vehicle operation, and control the vehicle steering according to the target steering angle.

[0077] The first control parameter may include a first yaw torque , the second control parameter may include a second yaw torque , the first control parameter may include a first rotation angle , the second control parameter may include a second rotation angle .

[0078] Fusion of the first yaw torque and the second yaw torque , the target yaw torque can be determined, integrating the first turning angle , and the second corner The target turning angle can be determined and the calculation formula is as follows:

[0079]

[0080]

[0081] This embodiment calculates the target yaw torque and the target turning angle through the first control parameter and the second control parameter. Through the target yaw torque and the target turning angle, the torque vector control and the vehicle's turning angle can be combined to coordinately control the yaw stability of the vehicle body, thereby further improving the stability of the vehicle and ensuring the safety of the vehicle and passengers after a tire blowout.

[0082] In one embodiment, controlling the vehicle operation according to the target yaw torque includes:

[0083] Determining the group of wheels of the vehicle that have not had a flat tire;

[0084] Determining a target torque of the wheel group according to the target yaw torque and the vehicle driving torque;

[0085] The wheel set is driven based on the target torque.

[0086] In this embodiment, the tire blowout wheel of the vehicle can be determined according to the tire blowout position corresponding to the tire blowout signal, and the other wheels except the tire blowout wheel can be used as the wheel group of the vehicle that has not blown out. The target yaw torque calculated in the above process will be the whole vehicle yaw torque applied to the vehicle, and the whole vehicle drive torque is the drive torque required by the vehicle itself to maintain the vehicle's forward movement, and the whole vehicle drive torque is determined by the forward speed that the vehicle wants to maintain. The target yaw torque and the whole vehicle drive torque are the torques that need to be provided when the vehicle performs tire blowout stability control. The target yaw torque and the whole vehicle drive torque are distributed to the wheel group that has not blown out, and the target torque in the wheel group that has not blown out can be obtained. The wheel group is controlled based on the corresponding target torque so that it can withstand the corresponding target torque.

[0087] This embodiment distributes the target torque to the wheel group without a flat tire according to the target yaw torque and the vehicle drive torque, so that the whole vehicle can withstand the target yaw torque and the vehicle drive torque, achieve stable control of a flat tire, and maintain a certain forward driving force, avoid excessive speed drop, prevent excessive dynamic feeling, maintain the lateral and longitudinal stability of the vehicle, and further improve the vehicle stability.

[0088] In one embodiment, the vehicle driving torque is determined based on the expected speed in the expected driving information, and the expected speed may be the speed planned by the path planning module of the vehicle. , according to the expected speed and the corresponding actual speed, the speed deviation is calculated According to the speed deviation, the driving torque required for the current vehicle to achieve the desired speed can be determined, and the driving torque can be used as the driving torque of the whole vehicle. The speed deviation can be directly obtained from the unmanned driving module to determine the driving torque of the whole vehicle.

[0089] In one example, the second control parameter may include the driving torque required to compensate for the speed deviation. The driving torque is a control parameter obtained by performing closed-loop control such as proportional integration based on the speed deviation determined based on the desired speed and the actual speed. The driving torque in the feedback control parameter can be used as the driving torque of the whole vehicle.

[0090] The vehicle driving torque is also the driving torque required for the vehicle to maintain the desired speed. Based on the vehicle driving torque determined by the desired speed and the target yaw torque, the torque of each wheel is distributed so that the vehicle can maintain the desired speed. The desired speed is the path tracking target obtained by path planning, which will be used for driving control such as unmanned driving. Then, by setting the vehicle driving torque at the desired speed, speed maintenance or speed tracking can be achieved during tire blowout stability control, which can meet the deceleration or speed maintenance requirements of path tracking such as unmanned driving.

[0091] In one embodiment, the wheel group includes a main wheel and an auxiliary wheel, the main wheel is a coaxial opposite side wheel of the tire-bursting wheel of the vehicle, and the wheels other than the main wheel in the wheel group are auxiliary wheels, and determining the target torque of the wheel group according to the target yaw torque and the vehicle driving torque includes:

[0092] determining a target torque of the main wheel according to the target yaw torque and the maximum torque of the main wheel;

[0093] The target torque of the auxiliary wheel is determined according to the target torque of the main wheel, the target yaw torque and the whole vehicle driving torque.

[0094] In this embodiment, considering that after a tire bursts, the tire-bursting wheel cannot be used normally, which will cause the vehicle to tilt, this embodiment distinguishes between the main load-bearing main wheel and the non-main load-bearing auxiliary wheel. The main wheel is the coaxial opposite side wheel of the tire-bursting wheel of the vehicle, and the other wheels in the wheel group except the main wheel are used as auxiliary wheels. Figure 3 . After a tire bursts, the difference in grip between the main wheel and the wheel with a burst tire will cause the vehicle to deviate to a certain extent in the driving direction. Therefore, the main wheel needs to be used to mainly bear the target yaw torque, and the auxiliary wheel can mainly bear the driving torque of the whole vehicle, as well as the yaw torque that the main wheel cannot bear. According to the target yaw torque and the maximum torque of the main wheel, the target torque of the main wheel is determined, and the target torque borne by the main wheel cannot exceed the maximum torque of the main wheel. According to the target torque of the main wheel, the target yaw torque and the driving torque of the whole vehicle, the target torque of the auxiliary wheel can be determined, so that the auxiliary wheel, which is a coaxial wheel with a non-blowout tire, bears the main driving torque of the whole vehicle. Finally, the main wheel is controlled according to the target torque of the main wheel, and the auxiliary wheel is controlled according to the target torque of the auxiliary wheel.

[0095] In this embodiment, the target torque borne by the main wheel is first determined, and then the target torque of the auxiliary wheel is allocated according to the target torque borne by the main wheel and the driving torque of the whole vehicle. In this way, the auxiliary wheel, which is relatively stable after a tire burst, can mainly bear the driving torque of the whole vehicle, as well as part of the yaw torque when the main wheel cannot bear all the target yaw torque, thereby reasonably allocating the target torques of the main and auxiliary wheels.

[0096] In one embodiment, determining the target torque of the auxiliary wheel according to the target torque of the main wheel, the target yaw torque and the vehicle driving torque includes:

[0097] determining an additional yaw torque according to the target torque of the main wheel and the target yaw torque;

[0098] The target torque of the auxiliary wheel is determined according to the additional yaw torque and the whole vehicle driving torque.

[0099] In this embodiment, the additional yaw torque of the auxiliary wheel can be determined according to the target torque and the target yaw torque of the main wheel. If the target torque is greater than or equal to the target yaw torque, the additional yaw torque is zero, and if the target torque is less than the target yaw torque, the additional yaw torque is the torque difference between the target torque and the target yaw torque. The target torque of the auxiliary wheel can be determined according to the additional yaw torque and the vehicle drive torque.

[0100] This embodiment determines the additional yaw torque not borne by the main wheels according to the target torque and target yaw torque of the main wheels, and determines the target torque of the auxiliary wheels based on the additional yaw torque and the vehicle driving torque, so that the auxiliary wheels can share part of the yaw torque, thereby further improving the stability of the vehicle.

[0101] In one embodiment, determining the target torque of the main wheel according to the target yaw torque and the maximum torque of the main wheel includes:

[0102] If the maximum torque of the main wheel is less than the target yaw torque, setting the maximum torque as the target torque of the main wheel;

[0103] If the maximum torque of the main wheel is greater than or equal to the target yaw torque, the target yaw torque is set as the target torque of the main wheel.

[0104] In this embodiment, if the main wheels are capable of bearing all the target yaw torques, the main wheels bear all the target yaw torques. That is, if the maximum torque of the main wheels is less than the target yaw torque, the maximum torque is set as the target torque of the main wheels; if the maximum torque of the main wheels is greater than or equal to the target yaw torque, the target yaw torque is set as the target torque of the main wheels.

[0105] In one embodiment, determining the target torque of the main wheel according to the target yaw torque and the maximum torque of the main wheel includes:

[0106] If the maximum torque of the main wheel is less than the target yaw torque, an additional yaw torque is determined according to the maximum torque of the main wheel and the target yaw torque, and a target torque of the auxiliary wheel is determined according to the additional yaw torque and the vehicle driving torque;

[0107] If the maximum torque of the main wheel is greater than or equal to the target yaw torque, the target torque of the auxiliary wheel is set according to the vehicle driving torque.

[0108] In this embodiment, according to the torque distribution principle, if the main wheel is capable of bearing all the target yaw torque, the main wheel bears all the target yaw torque, and the auxiliary wheel bears all the vehicle driving torque. Specifically, if the maximum torque of the main wheel is greater than or equal to the target yaw torque, the target yaw torque is set as the target torque of the main wheel, and the vehicle driving torque is set as the target torque of the auxiliary wheel. The specific torque distribution method is as follows:

[0109]

[0110] in, is the target yaw torque, is the wheelbase, is the effective radius or rolling radius of the wheel, The driving torque of the vehicle.

[0111] If the main wheel is unable to bear all the target yaw torque, the main wheel bears the maximum torque it can bear, and all auxiliary wheels bear all the vehicle drive torque, as well as the additional yaw torque that the main wheel cannot bear. Specifically, if the maximum torque of the main wheel is less than the target yaw torque, the maximum torque of the main wheel is set as the target torque of the main wheel; the vehicle drive torque, and the torque difference between the maximum torque of the main wheel and the target yaw torque are used as the target torque of the auxiliary wheels. The specific torque distribution method is as follows:

[0112]

[0113] in, , The maximum torque that the main wheel can bear.

[0114] This embodiment can make the main wheel bear the main yaw torque and the auxiliary wheel bear the main driving torque, so that the tire blowout stability control and the vehicle following control are more stable.

[0115] In one embodiment, driving the wheel set based on the target torque includes:

[0116] The target torque of the auxiliary wheel is corrected to a limit value based on the maximum torque corresponding to the auxiliary wheel, and the auxiliary wheel is controlled based on the target torque after the limit value correction.

[0117] In this embodiment, based on the above content, the target torque of the wheel group without a tire blowout is obtained, and then the target torque of each wheel can be limited based on the maximum torque of each wheel in the wheel group, so that the target torque of each wheel after limit correction does not exceed the maximum torque it can bear. In this way, the target torque of each wheel is limited to the maximum torque range that the motor and the road surface can provide for it, thereby avoiding damage to the wheel and the motor, preventing the wheel from slipping, and further improving the stability of the vehicle after a tire blowout.

[0118] Based on the above embodiment, the target torque of the main wheel has been limited by the distribution of the target yaw torque so that it does not exceed its maximum torque. Therefore, the limit correction of the auxiliary wheel can be performed here. The target torque of the auxiliary wheel is limited and adjusted based on the maximum torque corresponding to the auxiliary wheel, so that the target torque of each auxiliary wheel does not exceed the maximum torque it can bear.

[0119] In one embodiment, the maximum torque of the wheel in the wheel group is determined based on the road adhesion torque and the motor torque of the wheel, and the road adhesion torque is determined according to the adhesion coefficient of the road surface on which the vehicle is traveling and the load of the wheel.

[0120] In this embodiment, the maximum torque of the wheel is determined by the motor torque that the corresponding motor can provide to the wheel and the road adhesion torque that the road surface can provide to the wheel. The motor can generate the torque required to drive the wheel, and the torque of the motor can be accurately controlled by the motor controller to adjust the wheel torque. The wheel torque can include the maximum driving / feedback braking torque that the corresponding motor can output, and the road adhesion torque can include the maximum driving / feedback braking torque that the road surface can provide to the wheel. The torque of the vehicle cannot exceed the maximum driving / feedback braking torque that the corresponding motor can provide, and it cannot exceed the maximum driving / feedback braking torque that the road surface can provide.

[0121] The motor torque can be a preset value, which can be read from the memory when needed. The road adhesion torque is related to the road surface the vehicle is currently on and the wheel load. Different types of roads provide different road adhesion torques. The adhesion coefficient of the road surface the vehicle is currently on can be determined based on the type of road surface the vehicle is currently on. Based on the adhesion coefficient and the wheel load, the maximum driving / feedback braking torque provided by the road surface to the wheel can be determined. The specific expression relationship can be as follows:

[0122]

[0123] in, is the maximum adhesion coefficient of the road surface, For the The vertical load of each wheel is in the order of left front wheel, right front wheel, left rear wheel, and right rear wheel. The values ​​are , For the The driving / feedback braking torque of each wheel, R is the wheel radius.

[0124] The maximum driving / feedback braking torque of each wheel can be determined as the maximum torque of the vehicle according to the maximum driving / feedback braking torque of the motor corresponding to the wheel and the maximum driving / feedback braking torque provided by the road surface to the wheel. Based on this, the maximum torque of the main wheel and the auxiliary wheel can also be accurately obtained.

[0125] In one embodiment, driving the wheel set based on the target torque includes:

[0126] The target torque is advanced-corrected based on a phase compensation relationship, and the wheel set is driven based on the advanced-corrected target torque.

[0127] In this embodiment, the torque is divided into driving torque and feedback braking torque. Especially for feedback braking, it is necessary to perform advance correction to achieve advanced phase compensation to offset the influence of actuator lag. Therefore, the target torque is advanced corrected based on the pre-calibrated phase compensation relationship. Specifically, the target torque is advanced corrected using the following advance-lag phase compensation relationship:

[0128]

[0129] in, is the target torque before leading correction, is the target torque after leading correction, , is a pre-calibrated parameter, and s is a transformation variable.

[0130] In some embodiments, if the target torque is the feedback braking torque, the target torque is corrected in advance based on a pre-calibrated phase compensation relationship, thereby improving efficiency.

[0131] The motor of the wheel group is driven based on the target torque after advance correction so that the motor adjusts the torque of the wheel group to the target torque.

[0132] In this embodiment, the target torque is corrected in advance, so that the wheel group without a tire blowout can be driven more accurately, thereby performing tire blowout stability control more accurately.

[0133] Based on the above embodiments, for a better understanding, a specific example is provided below. Figure 4The target yaw torque determined by the second yaw torque and the first yaw torque is the lateral control quantity of the tire blowout stability control. The target yaw torque will be used as the additional yaw torque of the whole vehicle. The driving torque determined based on the expected speed required for the vehicle to track the path will be used as the driving torque of the whole vehicle. After the main wheel and the auxiliary wheel are determined according to the location of the tire blowout, the maximum torque of the main wheel is used to determine whether it can bear all the target yaw torques. If it can, the main wheel will bear all the target yaw torques, and the auxiliary wheel will bear the driving torque of the whole vehicle. Otherwise, the main wheel will bear the maximum yaw torque it can bear, and the auxiliary wheel will bear the remaining yaw torque and the driving torque of the whole vehicle. The maximum torque corresponding to each wheel is determined based on the maximum driving / feedback braking torque that can be provided by the motor corresponding to each wheel, and the maximum driving / feedback braking torque that can be provided by the ground. Furthermore, the target torques to be borne by the main and auxiliary wheels can be limited and corrected according to their corresponding maximum torques, and corrected to the maximum torque range that their corresponding motors and roads can provide, to obtain the corrected target torques of the main and auxiliary wheels. Finally, the corrected target torques of the main and auxiliary wheels are corrected in advance and used to control the main and auxiliary wheels to provide corresponding torques to meet the requirements of tire blowout stability and path tracking.

[0134] This embodiment also provides an electronic device, which can be integrated into a vehicle, for example Figure 5 As shown, the electronic device may include:

[0135] The control module 1001 is used to control the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle tire blows out when a tire blowout is detected; wherein the first control parameter is determined based on the first actual driving information, and the second control parameter is determined based on the second actual driving information and the expected driving information.

[0136] Optionally, the first actual driving information includes at least one of a tire burst position, a vehicle longitudinal speed, a yaw rate, a steering wheel angle and a front wheel steering angle.

[0137] Optionally, the control module 1001 is further used to determine the first control parameter matching the actual driving information according to a preset corresponding relationship between the driving information and the control parameter.

[0138] Optionally, the expected driving information includes at least one of an expected lateral position, an expected heading angle and an expected speed.

[0139] Optionally, the control module 1001 is further configured to determine the second control parameter according to a driving deviation between the second actual driving information and the expected driving information.

[0140] Optionally, the control module 1001 is further configured to determine a second control parameter according to the driving deviation and a derivative corresponding to the driving deviation.

[0141] Optionally, the control module 1001 is further used to construct a deviation state space equation according to the driving deviation and a derivative corresponding to the driving deviation; and determine the second control parameter according to the deviation state space equation.

[0142] Optionally, the first control parameter is used to stabilize the vehicle after a tire burst, and the second control parameter is used to control the vehicle to perform path tracking.

[0143] Optionally, the control module 1001 is also used to: determine a target yaw torque based on a first yaw torque in the first control parameter and a second yaw torque in the second control parameter, and control the vehicle operation based on the target yaw torque; and / or determine a target turning angle based on a first turning angle in the first control parameter and a second turning angle in the second control parameter, and control the vehicle operation based on the target turning angle.

[0144] Optionally, the control module 1001 is further used to: set the first yaw torque in the first control parameter as a target yaw torque, and control the vehicle operation according to the target yaw torque; set the second angle in the second control parameter as a target angle, and control the vehicle operation according to the target angle.

[0145] Optionally, the control module 1001 is further used to: set the second yaw torque in the second control parameter as a target yaw torque, and control the vehicle operation according to the target yaw torque; set the first angle in the first control parameter as a target angle, and control the vehicle operation according to the target angle.

[0146] Optionally, the control module 1001 is further configured to determine a wheel group of the vehicle that has not had a flat tire; determine a target torque for the wheel group based on the target yaw torque and the vehicle drive torque; and drive the wheel group based on the target torque.

[0147] Optionally, the vehicle driving torque is determined based on an expected speed in the expected driving information.

[0148] Optionally, the wheel group includes a main wheel and an auxiliary wheel, the main wheel is the coaxial opposite side wheel of the vehicle's tire burst wheel, and the wheels other than the main wheel in the wheel group are auxiliary wheels; the control module 1001 is also used to determine the target torque of the main wheel according to the target yaw torque and the maximum torque of the main wheel; determine the target torque of the auxiliary wheel according to the target torque of the main wheel, the target yaw torque and the vehicle driving torque.

[0149] Optionally, the control module 1001 is further configured to set the maximum torque as the target torque of the main wheel if the maximum torque of the main wheel is less than the target yaw torque; and set the target yaw torque as the target torque of the main wheel if the maximum torque of the main wheel is greater than or equal to the target yaw torque.

[0150] Optionally, the control module 1001 is further used to determine an additional yaw torque according to the maximum torque of the main wheel and the target yaw torque if the maximum torque of the main wheel is less than the target yaw torque, and determine the target torque of the auxiliary wheel according to the additional yaw torque and the vehicle driving torque; if the maximum torque of the main wheel is greater than or equal to the target yaw torque, set the vehicle driving torque as the target torque of the auxiliary wheel.

[0151] Optionally, the control module 1001 is further configured to perform a limit correction on the target torque of the auxiliary wheel based on the maximum torque corresponding to the auxiliary wheel, and control the auxiliary wheel based on the target torque after the limit correction.

[0152] Optionally, the maximum torque of the wheel in the wheel group is determined based on a road adhesion torque and a motor torque of the wheel, and the road adhesion torque is determined based on an adhesion coefficient of a road surface on which the vehicle is traveling and a load on the wheel.

[0153] Optionally, the control module 1001 is further configured to perform an advance correction on the target torque based on a phase compensation relationship, and drive the wheel set based on the target torque after the advance correction.

[0154] When a tire blowout is detected in this embodiment, the vehicle operation is controlled according to the first control parameter and the second control parameter when the vehicle has a tire blowout; the first control parameter is determined based on the first actual driving information, and the second control parameter is determined based on the second actual driving information and the expected driving information. In this way, when a tire blowout occurs, the vehicle is controlled for stability by combining the feedforward and feedback methods, which can avoid the problem of vehicle motion instability caused by excessive control amount during the tire blowout control process, improve the stability of the vehicle after a tire blowout, and make the vehicle and the driver and passengers safer.

[0155] The specific implementation of the above operations can be found in the previous embodiments, which will not be described in detail here.

[0156] Accordingly, an embodiment of the present application further provides an electronic device, such as Figure 6 As shown, Figure 6A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device 1100 also includes a processor 1101 having one or more processing cores, a memory 1102 having one or more computer-readable storage media, and a computer program stored in the memory 1102 and executable on the processor. The processor 1101 is electrically connected to the memory 1102. Those skilled in the art will appreciate that the electronic device structure shown in the figure does not constitute a limitation on the electronic device, and may include more or fewer components than shown, or combine certain components, or arrange components differently.

[0157] The processor 1101 is the control center of the electronic device 1100, and uses various interfaces and lines to connect various parts of the entire electronic device 1100. By running or loading software programs and / or units stored in the memory 1102, and calling data stored in the memory 1102, the processor 1101 executes various functions of the electronic device 1100 and processes data, thereby monitoring the electronic device 1100 as a whole. The processor 1101 can be a processor (Central Processing Unit, CPU), a graphics processing unit (Graphics Processing Unit, GPU), a network processor (Network Processor, NP), etc., and can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0158] In the embodiment of the present application, the processor 1101 in the electronic device 1100 will load instructions corresponding to the processes of one or more application programs into the memory 1102 according to the following steps, and the processor 1101 will run the application programs stored in the memory 1102 to implement various functions, such as:

[0159] When a tire blowout is detected, the operation of the vehicle is controlled according to a first control parameter and a second control parameter of the vehicle when the tire blowout occurs; the first control parameter is determined based on first actual driving information, and the second control parameter is determined based on second actual driving information and expected driving information.

[0160] The specific implementation of the above operations can be found in the previous embodiments, which will not be described in detail here.

[0161] Optional, such as Figure 6 As shown, the electronic device 1100 further includes: a touch screen 1103, a radio frequency circuit 1104, an audio circuit 1105, an input unit 1106, and a power supply 1107. The processor 1101 is electrically connected to the touch screen 1103, the radio frequency circuit 1104, the audio circuit 1105, the input unit 1106, and the power supply 1107, respectively. Those skilled in the art can understand that Figure 6The electronic device structure shown in the figure does not constitute a limitation of the electronic device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0162] The touch display screen 1103 can be used to display a graphical user interface and receive operation instructions generated by the user acting on the graphical user interface. The touch display screen 1103 may include a display panel and a touch panel. Among them, the display panel can be used to display information input by the user or information provided to the user and various graphical user interfaces of the electronic device, which can be composed of graphics, text, icons, videos and any combination thereof. Optionally, the display panel can be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), etc. The touch panel can be used to collect the user's touch operation on or near it (such as the user's operation on the touch panel or near the touch panel using any suitable object or accessory such as a finger, a stylus, etc.), and generate corresponding operation instructions, and the operation instructions execute the corresponding program. Optionally, the touch panel may include two parts: a touch detection device and a touch controller. Among them, the touch detection device detects the user's touch orientation, detects the signal brought by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device, converts it into the touch point coordinates, and then sends it to the processor 1101, and can receive the command sent by the processor 1101 and execute it. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it is transmitted to the processor 1101 to determine the type of touch event, and then the processor 1101 provides corresponding visual output on the display panel according to the type of touch event. In an embodiment of the present invention, the touch panel and the display panel can be integrated into the touch display screen 1103 to realize the input and output functions. However, in some embodiments, the touch panel and the touch panel can be used as two independent components to realize the input and output functions. That is, the touch display screen 1103 can also be used as a part of the input unit 1106 to realize the input function.

[0163] The radio frequency circuit 1104 may be used to send and receive radio frequency signals, so as to establish wireless communication with network medical devices or other electronic devices through wireless communication, and to send and receive signals between network medical devices or other electronic devices.

[0164] The audio circuit 1105 can be used to provide an audio interface between the user and the electronic device through a speaker and a microphone. The audio circuit 1105 can transmit the electrical signal converted from the received audio data to the speaker, which is converted into a sound signal for output; on the other hand, the microphone converts the collected sound signal into an electrical signal, which is received by the audio circuit 1105 and converted into audio data, and then the audio data is output to the processor 1101 for processing, and then sent to another electronic device through the radio frequency circuit 1104, or the audio data is output to the memory 1102 for further processing. The audio circuit 1105 may also include an earplug jack to provide communication between an external headset and an electronic device.

[0165] The input unit 1106 may be configured to receive input numbers, character information, or user feature information (such as fingerprint, iris, facial information, etc.), and generate keyboard, mouse, joystick, optical, or trackball signal inputs related to user settings and function control.

[0166] The power supply 1107 is used to supply power to various components of the electronic device 1100. Optionally, the power supply 1107 can be logically connected to the processor 1101 through a power management device, so that the power management device can manage charging, discharging, power consumption and other functions. The power supply 1107 can also include one or more DC or AC power supplies, recharging devices, power failure detection circuits, power converters or inverters, power status indicators and other arbitrary components.

[0167] although Figure 6 Not shown, the electronic device 1100 may also include a camera, a sensor, a wireless fidelity module, a Bluetooth module, etc., which will not be described in detail here.

[0168] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0169] A person of ordinary skill in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be completed by instructions, or by controlling related hardware through instructions. The instructions may be stored in a computer-readable storage medium and loaded and executed by a processor.

[0170] To this end, an embodiment of the present application provides a computer-readable storage medium, in which a plurality of computer programs are stored. The computer program can be loaded by a processor to execute any vehicle tire blowout control method provided in the embodiment of the present application. The computer program can execute the following steps of the vehicle tire blowout control method:

[0171] When a tire blowout is detected, the operation of the vehicle is controlled according to a first control parameter and a second control parameter of the vehicle when the tire blowout occurs; the first control parameter is determined based on first actual driving information, and the second control parameter is determined based on second actual driving information and expected driving information.

[0172] The specific implementation of the above operations can be found in the previous embodiments, which will not be described in detail here.

[0173] The computer-readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0174] Since the computer readable storage medium can implement the beneficially stored computer program that can be implemented by any vehicle tire blowout control method provided in the embodiments of the present application, any vehicle tire blowout control method provided in the embodiments of the present application can be executed, the effect is detailed in the previous embodiments and will not be repeated here.

[0175] Optionally, an embodiment of the present application further provides a vehicle, comprising any one of the above electronic devices, electronic devices, computer-readable storage media, and computer program products, and executing any one of the above methods.

[0176] In the above-mentioned vehicle tire blowout control method, electronic device, electronic device, vehicle, computer-readable storage medium, computer program product, etc., the description of each embodiment has its own emphasis. For the part not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working process and beneficial effects of the above-mentioned electronic device, electronic device, vehicle, computer-readable storage medium, computer program product and its corresponding units can refer to the description of the vehicle tire blowout control method in the above embodiment, and will not be repeated here.

[0177] The above is a detailed introduction to a vehicle tire blowout control method, an electronic device, an electronic device, a vehicle, a computer-readable storage medium, and a computer program product provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present application, there will be changes in the specific implementation methods and application scopes. In summary, the content of this specification should not be understood as limiting the present application.

Claims

1. A vehicle tire blowout control method, characterized in that: The method comprises: When a tire blowout of the vehicle is detected, the operation of the vehicle is controlled according to the first control parameter and the second control parameter when the tire blowout of the vehicle occurs; Wherein, the first control parameter is determined based on first actual driving information, and the second control parameter is determined based on second actual driving information and expected driving information; The expected driving information is the expected driving information of path tracking, and the expected driving information includes an expected lateral position, an expected heading angle, and an expected speed; The step of determining the second control parameter comprises: determining a second control parameter according to a driving deviation between the second actual driving information and the expected driving information, and a derivative corresponding to the driving deviation, wherein the driving deviation includes a lateral deviation and a heading deviation, the derivative corresponding to the lateral deviation includes a lateral deviation derivative, and the derivative corresponding to the heading deviation includes a heading deviation derivative; constructing a deviation state space equation according to the lateral deviation, the heading deviation, the lateral deviation derivative and the heading deviation derivative; Determining the second control parameter according to the deviation state space equation; The controlling the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle has a tire blowout includes: Calculating a target yaw torque and / or a target turning angle according to the first control parameter and the second control parameter; Controlling the vehicle operation according to the target yaw torque and / or according to the target turning angle includes: Determining the group of wheels of the vehicle that have not had a flat tire; determining a target torque of the wheel group according to the target yaw torque and a whole vehicle driving torque, wherein the whole vehicle driving torque is determined based on an expected speed in the expected driving information; The wheel set is driven based on the target torque.

2. The vehicle tire blowout control method according to claim 1, characterized in that: The first actual driving information includes at least one of a tire burst position, a vehicle longitudinal speed, a yaw rate, a steering wheel angle, and a front wheel steering angle.

3. The vehicle tire blowout control method according to claim 2, characterized in that: The method further comprises: According to a preset correspondence between driving information and control parameters, the first control parameter matching the first actual driving information is determined.

4. The vehicle tire blowout control method according to any one of claims 1 to 3, characterized in that: The first control parameter is used to stabilize the vehicle after a tire blowout, and the second control parameter is used to control the vehicle to perform path tracking.

5. The vehicle tire blowout control method according to claim 1, characterized in that: The controlling the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle has a tire blowout includes: Setting the first yaw torque in the first control parameter as a target yaw torque, and controlling the vehicle operation according to the target yaw torque; The second turning angle in the second control parameter is set as a target turning angle, and the vehicle operation is controlled according to the target turning angle.

6. The vehicle tire blowout control method according to claim 1, characterized in that: The controlling the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle has a tire blowout includes: Setting the second yaw torque in the second control parameter as a target yaw torque, and controlling the vehicle operation according to the target yaw torque; The first turning angle in the first control parameter is set as a target turning angle, and the vehicle operation is controlled according to the target turning angle.

7. The vehicle tire blowout control method according to claim 1, characterized in that: The controlling the operation of the vehicle according to the first control parameter and the second control parameter when the vehicle has a tire blowout includes: determining a target yaw torque according to a first yaw torque in the first control parameter and a second yaw torque in the second control parameter, and controlling the vehicle operation according to the target yaw torque; and / or A target turning angle is determined according to a first turning angle in the first control parameter and a second turning angle in the second control parameter, and the operation of the vehicle is controlled according to the target turning angle.

8. The vehicle tire blowout control method according to claim 1, characterized in that: The wheel group includes a main wheel and an auxiliary wheel, the main wheel is a coaxial opposite wheel of the tire-bursting wheel of the vehicle, and the wheels other than the main wheel in the wheel group are auxiliary wheels. The target torque of the wheel group is determined according to the target yaw torque and the vehicle driving torque, including: determining a target torque of the main wheel according to the target yaw torque and the maximum torque of the main wheel; The target torque of the auxiliary wheel is determined according to the target torque of the main wheel, the target yaw torque and the whole vehicle driving torque.

9. The vehicle tire blowout control method according to claim 8, characterized in that: The determining the target torque of the main wheel according to the target yaw torque and the maximum torque of the main wheel comprises: If the maximum torque of the main wheel is less than the target yaw torque, setting the maximum torque as the target torque of the main wheel; If the maximum torque of the main wheel is greater than or equal to the target yaw torque, the target yaw torque is set as the target torque of the main wheel.

10. The vehicle tire blowout control method according to claim 8 or 9, characterized in that: The step of determining the target torque of the auxiliary wheel according to the target torque of the main wheel, the target yaw torque and the vehicle driving torque comprises: If the maximum torque of the main wheel is less than the target yaw torque, an additional yaw torque is determined according to the maximum torque of the main wheel and the target yaw torque, and a target torque of the auxiliary wheel is determined according to the additional yaw torque and the vehicle driving torque; If the maximum torque of the main wheel is greater than or equal to the target yaw torque, the vehicle driving torque is set as the target torque of the auxiliary wheel.

11. The vehicle tire blowout control method according to claim 8, characterized in that: Driving the wheel set based on the target torque includes: The target torque of the auxiliary wheel is corrected to a limit value based on the maximum torque corresponding to the auxiliary wheel, and the auxiliary wheel is controlled based on the target torque after the limit value correction.

12. The vehicle tire blowout control method according to claim 8 or 11, characterized in that: The maximum torque of the wheels in the wheel group is determined based on the road adhesion torque and the motor torque of the wheels. The road adhesion torque is determined based on the adhesion coefficient of the road surface on which the vehicle is traveling and the load of the wheels.

13. The vehicle tire blowout control method according to claim 1, characterized in that: The driving of the wheel set based on the target torque comprises: The target torque is advanced-corrected based on a phase compensation relationship, and the wheel set is driven based on the advanced-corrected target torque.

14. An electronic device, characterized in that: The invention comprises a processor, wherein the processor is connected to a memory, wherein the memory stores a computer program, and wherein the processor is used to run the computer program in the memory to execute the vehicle tire blowout control method according to any one of claims 1 to 13.

15. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle tire blowout control method according to any one of claims 1 to 13 is implemented.

16. A computer program product, characterized in that The method comprises a computer program, wherein the computer program is executed by a processor to implement the vehicle tire blowout control method according to any one of claims 1 to 13.

17. A vehicle, characterized in that: The vehicle executes the vehicle tire blowout control method as described in any one of claims 1-13, or includes the electronic device as described in claim 14.

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