Tire burst vehicle control method, vehicle controller, vehicle and medium

Abstract

The invention discloses a tire burst vehicle control method, a vehicle controller, a vehicle and a medium, and relates to the technical field of vehicles. The method comprises the following steps: acquiring a driving intention of a vehicle driver after a tire of the vehicle bursts; according to the driving intention, a vehicle control strategy is determined, and the vehicle control strategy is used for avoiding instability of the vehicle under the condition of tire burst or keeping the driving state before tire burst; and controlling the vehicle according to the vehicle control strategy. Based on the method, different vehicle control strategies are executed according to different driving intentions under the condition of vehicle tire burst, so that the driving requirements of a driver and the stability of the vehicle can be considered.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a control method for a vehicle with a tire burst, a vehicle controller, a vehicle, and a medium. Background Art

[0002] When a vehicle is driving at high speed, tire blowout may occur due to road conditions, tire wear and / or aging, etc.

[0003] After a tire blows out, the driver has limited time to operate the vehicle to stabilize it. In addition, the driving skills and psychological qualities of drivers vary greatly. Especially when a tire blows out at high speed, it is usually difficult for the driver to deal with the sudden situation. If the driver fails to operate the vehicle in time or even over-exerts it, the instability of the vehicle will be aggravated.

[0004] Therefore, in the case of a tire blowout, how to control the vehicle to run stably becomes a technical problem that needs to be solved urgently. Summary of the invention

[0005] An object of the present application is to provide a new technical solution for vehicle control with a tire blowout.

[0006] According to a first aspect of the present application, a control method for a vehicle with a tire blowout is provided, comprising:

[0007] Obtaining the driving intention of the vehicle driver after the vehicle tire bursts;

[0008] Determining a vehicle control strategy according to the driving intention, wherein the vehicle control strategy is used to prevent the vehicle from becoming unstable in the event of a tire blowout or to maintain the driving state before the tire blowout;

[0009] The vehicle is controlled according to the vehicle control strategy.

[0010] Optionally, determining a vehicle control strategy according to the driving intention includes:

[0011] When the driving intention is that the actual deviation of the vehicle is less than the preset deviation, the vehicle control strategy is determined to be any combination of the following three control sub-strategies:

[0012] A first control sub-strategy, controlling a deviation between a current yaw angular velocity and a corresponding standard yaw angular velocity to be less than or equal to a first preset deviation;

[0013] A second control sub-strategy controls the deviation between the actual driving trajectory and the expected driving trajectory within a preset time period from the current moment to be less than or equal to a second preset deviation, wherein the expected driving trajectory is the driving trajectory of the vehicle before the tire burst moment;

[0014] The third control sub-strategy controls the vehicle to reduce the lateral acceleration when the deviation between the current lateral acceleration and the lateral acceleration threshold is greater than a third preset deviation.

[0015] Optionally, determining a vehicle control strategy according to the driving intention includes:

[0016] When the driving intention is that the actual deviation of the vehicle is greater than or equal to the preset deviation, the vehicle control strategy is determined to be at least one of the following two control sub-strategies:

[0017] A fourth control sub-strategy, reducing a vehicle center of mass sideslip angle threshold value, wherein the vehicle center of mass sideslip angle threshold value is a minimum vehicle center of mass sideslip angle value that triggers a vehicle stability control function;

[0018] A fifth control sub-strategy controls the vehicle to reduce lateral acceleration.

[0019] Optionally, controlling the deviation between the current yaw angular velocity and the corresponding standard yaw angular velocity to be less than or equal to a first preset deviation comprises:

[0020] Get the current yaw rate and the corresponding standard yaw rate;

[0021] Determine a target yaw moment according to a deviation between a current yaw angular velocity and a corresponding standard yaw angular velocity;

[0022] controlling the vehicle according to the target yaw moment;

[0023] The process of obtaining the current yaw angular velocity and the corresponding standard yaw angular velocity is repeated until a deviation between the current yaw angular velocity and the corresponding standard yaw angular velocity is less than or equal to a first preset deviation.

[0024] Optionally, controlling the deviation between the actual driving trajectory and the expected driving trajectory within a preset time period from the current moment to be less than or equal to a second preset deviation includes:

[0025] Obtain the actual driving trajectory and expected driving trajectory within a preset time from the current moment;

[0026] Determining a target wheel angle correction value according to a deviation between an actual driving trajectory and the expected driving trajectory within a preset time period from a current moment;

[0027] controlling the vehicle according to the target wheel angle correction value;

[0028] The step of obtaining the actual driving trajectory and the expected driving trajectory within the preset time period from the current moment is repeated until a deviation between the actual driving trajectory and the expected driving trajectory within the preset time period from the current moment is less than or equal to a second preset deviation.

[0029] Optionally, controlling the vehicle to reduce lateral acceleration comprises:

[0030] Control the vehicle to reduce speed.

[0031] Optionally, controlling the vehicle to reduce its speed includes:

[0032] Applying a target driving force to the vehicle, wherein the target driving force is a driving force that is less than or equal to a maximum driving force that prevents a tire blown wheel from coming off the wheel;

[0033] And / or, a target braking force is applied to the vehicle, wherein the target braking force is a braking force greater than or equal to a minimum braking force for preventing a tire burst wheel from coming off the rim.

[0034] Optionally, controlling the vehicle according to the vehicle control strategy includes:

[0035] Determine the wheel braking force, wheel steering angle and wheel driving force of each wheel of the vehicle according to the vehicle control amount corresponding to the vehicle control strategy and at least one of the following constraints, and drive the wheel according to the wheel braking force, wheel steering angle and wheel driving force corresponding to the wheel;

[0036] The first constraint condition is to preferentially allocate the wheel braking force to the wheel without a flat tire, and when the braking force of the wheel without a flat tire is greater than the maximum road adhesion of the corresponding wheel, allocate the wheel braking force to the wheel without a flat tire, and drive the wheel according to the wheel braking force and wheel angle corresponding to the wheel;

[0037] The second constraint condition is to evenly distribute the wheel braking force of the wheels on both sides of the coaxial axis;

[0038] The third constraint condition is that the tire force of any wheel is less than or equal to the maximum road adhesion of the corresponding wheel;

[0039] The fourth constraint condition is that the road adhesion utilization rate of the wheels is the lowest and the road adhesion utilization rates of the wheels are close to each other.

[0040] According to a second aspect of the present application, a vehicle controller is provided, comprising a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the control method for a vehicle with a tire burst as described in any one of the first aspects.

[0041] According to a third aspect of the present application, a vehicle is provided, comprising the vehicle controller as described in the second aspect.

[0042] According to a fourth aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the control method of a vehicle with a tire burst according to any one of the first aspect is implemented.

[0043] The present application provides a control method for a vehicle with a tire blowout, the method comprising: obtaining the driving intention of the vehicle driver at the moment of the tire blowout; determining a vehicle control strategy based on the driving intention, the vehicle control strategy being used to avoid the vehicle from becoming unstable in the event of a tire blowout or to maintain the driving state before the tire blowout; and controlling the vehicle according to the vehicle control strategy. In the method, in the event of a tire blowout, different vehicle control strategies are executed for different driving intentions, so that both the driver's driving needs and the stability of the vehicle can be taken into account.

[0044] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0046] Figure 1 It is a flow chart of a control method for a vehicle with a tire blowout provided by the present application;

[0047] Figure 2 It is a structural schematic diagram of a vehicle controller provided by this application. DETAILED DESCRIPTION

[0048] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0049] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present application, its application, or uses.

[0050] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0051] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0052] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0053] The present application provides a control method for a vehicle with a tire blowout, which is used to control the vehicle after the tire blowout to avoid vehicle instability. Figure 1 As shown, the control method of a vehicle with a tire blowout provided in the present application includes the following steps S110 to S130.

[0054] Step S110, obtaining the driving intention of the driver of the vehicle behind the vehicle.

[0055] In the present application, before executing the above step S110, it is necessary to first determine whether the vehicle has a tire blowout.

[0056] In one embodiment of the present application, whether the vehicle has a tire blowout can be determined based on the tire pressure signal output by the tire pressure sensor provided for each wheel of the vehicle. Specifically, when the tire pressure signal output by the tire pressure sensor corresponding to at least one wheel indicates that the change in tire pressure is greater than a preset tire pressure change, it is determined that the vehicle has a tire blowout. The preset tire pressure change is the maximum tire pressure change allowed for the wheel of the vehicle when the vehicle has no tire blowout.

[0057] It should be noted that the driving intention in the above step S110 specifically refers to the driver's driving intention at a fixed time corresponding to the moment of tire blowout, and the fixed time may be the driver's reaction time after the tire blowout, which may be set based on experience, for example, 2s.

[0058] In the present application, the driving intention of the vehicle driver is specifically described by the actual deviation of the vehicle. Specifically, the driver's driving intention is divided into two types: the actual deviation of the vehicle is greater than or equal to the preset deviation and the actual deviation of the vehicle is less than the preset deviation. Among them, the preset deviation is the minimum deviation of the vehicle when the driver performs a sharp turn operation, which can be set according to experience. On this basis, if the actual deviation of the vehicle is greater than or equal to the preset deviation, it is specifically: the driver's driving intention to perform a sharp turn operation. Correspondingly, if the actual deviation of the vehicle is less than the preset deviation, it is specifically: the driver's driving intention to perform an operation other than a sharp turn operation. Among them, operations other than sharp turn operations can be exemplified as: the driver performs an operation to maintain straight driving, the driver performs a steering operation with constant vehicle steering, and the driver performs a steering operation to slowly adjust the vehicle steering.

[0059] In one embodiment of the present application, the actual steering wheel angular velocity, the actual yaw angular velocity or the steering wheel angular angle of the vehicle may be used as the actual deviation. On this basis, the driving intention of the driver may be determined according to the actual steering wheel angular velocity, the actual yaw angular velocity or the actual steering wheel angular angle of the vehicle.

[0060] Step S120, determining the vehicle control strategy according to the driving intention.

[0061] Among them, the vehicle control strategy is used to prevent the vehicle from becoming unstable in the event of a tire blowout or to maintain the driving state before the tire blowout.

[0062] In the present application, different vehicle control strategies are determined in different driving intentions. On this basis, combined with the description of the driving intention in the above step S110, the above step S120 is specifically implemented through the following steps S121 and S122.

[0063] Step S121, when the driving intention is that the actual deviation of the vehicle is less than the preset deviation, determining the vehicle control strategy to be any combination of the following three control sub-strategies:

[0064] The first control sub-strategy controls the deviation between the current yaw angular velocity and the corresponding standard yaw angular velocity to be less than or equal to a first preset deviation. The second control sub-strategy controls the deviation between the actual driving trajectory within a preset time period from the current moment and the expected driving trajectory to be less than or equal to a second preset deviation, where the expected driving trajectory is the driving trajectory of the vehicle before the tire burst. The third control sub-strategy controls the vehicle to reduce the lateral acceleration when the deviation between the current lateral acceleration and the lateral acceleration threshold is greater than the third preset deviation.

[0065] In the present application, when the driving intention is that the actual deviation of the vehicle is less than the preset deviation, it means that the driver performs an operation other than a sharp turn, such as the driver performs an operation to maintain straight driving, the driver performs a turning operation to keep the vehicle steering constant, or the driver performs a turning operation to slowly adjust the vehicle steering. On this basis, if the vehicle has a flat tire, since the actual deviation of the vehicle is small and the vehicle is relatively stable, the vehicle's driving state is maintained at the driving state before the flat tire, so that the vehicle's driving trend can be guaranteed to meet the driver's driving needs. Furthermore, the operation of preventing the flat tire wheel from falling off the circle can also be controlled to avoid the problem of vehicle instability due to the flat tire wheel falling off the circle.

[0066] Among them, maintaining the driving state of the vehicle as the driving state before the tire burst includes at least one of the first control sub-strategy and the second control strategy, and controlling the operation of the tire burst wheel to avoid unbending includes the third control sub-strategy.

[0067] The first control sub-strategy specifically includes the following steps S11 to S14 for implementation.

[0068] Step S11, obtaining the current yaw angular velocity and the corresponding standard yaw angular velocity.

[0069] In the present application, the current yaw rate is the actual yaw rate at the current moment when the vehicle has a tire blowout. The current yaw rate can be acquired by a yaw rate sensor.

[0070] And, there is a mapping relationship between the vehicle speed, the steering wheel angle and the yaw rate. That is, when the vehicle speed and the steering wheel angle are determined, the yaw rate is determined. Therefore, according to the current vehicle speed and the current steering wheel angle, based on the aforementioned mapping relationship, the current ideal yaw rate of the vehicle can be determined. In this application, the aforementioned current ideal yaw rate is recorded as the standard yaw rate corresponding to the current yaw rate.

[0071] It should be noted that as time goes by, the current moment changes. Correspondingly, the current yaw rate and the standard yaw rate corresponding to the current yaw rate will also change.

[0072] Furthermore, the mapping relationship between the vehicle speed, steering wheel angle and yaw rate can be obtained in advance based on experience or experiments and stored in the vehicle, or can be obtained based on the vehicle speed, steering wheel angle, and a calculation formula reflecting the vehicle speed, steering wheel angle and yaw rate.

[0073] Step S12: determining a target yaw moment according to a deviation between the current yaw angular velocity and the corresponding standard yaw angular velocity.

[0074] Step S13, controlling the vehicle according to the target yaw moment.

[0075] Step S14, repeatedly obtaining the current yaw angular velocity and the corresponding standard yaw angular velocity until the deviation between the current yaw angular velocity and the corresponding standard yaw angular velocity is less than a first preset deviation.

[0076] In the present application, there is a mapping relationship between the deviation between the current yaw rate and the corresponding standard yaw rate and the target yaw moment. The target yaw moment is the yaw moment that makes the deviation between the current yaw rate and the standard yaw rate less than or equal to the first preset deviation. The first preset deviation is the maximum deviation between the current yaw rate and the standard yaw rate allowed when the vehicle's driving direction remains basically unchanged. On this basis, the vehicle is controlled according to the target yaw moment, and in theory, the deviation between the current yaw rate and the corresponding standard yaw rate can be made less than or equal to the first preset deviation. However, due to uncertain factors such as road conditions, when the vehicle is controlled according to the target yaw moment, it is usually impossible to make the deviation between the current yaw rate and the corresponding standard yaw rate less than or equal to the first preset deviation at one time. On this basis, by differential control, that is, repeating the above step S11, until the deviation between the current yaw rate and the corresponding standard yaw rate is less than or equal to the first preset deviation.

[0077] The second control sub-strategy specifically includes the following steps S21 to S24 for implementation.

[0078] Step S21, obtaining the actual driving trajectory and the expected driving trajectory within a preset time period from the current moment.

[0079] In the present application, the preset duration is a duration that is less than or equal to the maximum duration that the vehicle is allowed to be uncontrolled after a tire burst.

[0080] In one embodiment of the application, the positioning information obtained by the positioning device on the vehicle within a preset time period from the current moment can be fitted to obtain the actual driving trajectory of the vehicle. Alternatively, the actual driving trajectory of the vehicle can be obtained based on the image information collected by the vehicle's camera that collects road information within a preset time period from the current moment. Similarly, the driving trajectory of the vehicle before the tire burst, that is, the expected driving trajectory, is obtained. It should be noted that in this application, there is no limitation on how to obtain the actual driving trajectory and the expected driving trajectory.

[0081] Step S22, determining a target wheel angle correction value according to a deviation between an actual driving trajectory and an expected driving trajectory within a preset time period from the current moment.

[0082] Step S23, controlling the vehicle according to the target wheel angle correction value.

[0083] Step S24, repeatedly obtaining the actual driving trajectory and the expected driving trajectory within the preset time period from the current moment, until the deviation between the actual driving trajectory and the expected driving trajectory within the preset time period from the current moment is less than or equal to the second preset deviation.

[0084] In the present application, there is a mapping relationship between the deviation of the actual driving trajectory within the preset time length from the current moment and the expected driving trajectory and the target wheel angle correction value. Among them, the target wheel angle correction value is the wheel angle correction value that makes the deviation of the actual driving trajectory within the preset time length from the current moment and the expected driving trajectory less than or equal to the second preset deviation. The wheel angle correction value of the second preset deviation is the maximum deviation of the actual driving trajectory within the preset time length from the current moment and the expected driving trajectory allowed under the condition of ensuring that the driving direction of the vehicle remains basically unchanged. On this basis, the vehicle is controlled according to the target wheel angle correction value, and in theory, the deviation of the actual driving trajectory within the preset time length from the current moment and the expected driving trajectory can be made less than or equal to the second preset deviation. However, due to uncertain factors such as road conditions, when the vehicle is controlled according to the target wheel angle correction value, it is usually impossible to make the actual driving trajectory within the preset time length from the current moment and the expected driving trajectory less than or equal to the first preset deviation at one time. On this basis, by differential control, the above step S21 is repeated until the actual driving trajectory within the preset time length from the current moment and the expected driving trajectory are less than or equal to the second preset deviation.

[0085] For the third control sub-strategy: when the deviation between the current lateral acceleration and the lateral acceleration threshold is greater than the third preset deviation, the vehicle is controlled to reduce the lateral acceleration. Controlling the vehicle to reduce the lateral acceleration can be specifically implemented through the following step S31.

[0086] Step S31, controlling the vehicle to reduce its speed.

[0087] In the present application, the lateral acceleration threshold is specifically the maximum lateral acceleration of the vehicle allowed in order to avoid the tire bursting wheel from falling off the bead. The third preset deviation is the maximum deviation between the current lateral acceleration and the lateral acceleration threshold allowed in order to avoid the tire bursting wheel from falling off the bead. On this basis, when the deviation between the current lateral acceleration and the lateral acceleration threshold is greater than the third preset deviation, there is a risk of the tire bursting wheel from falling off the bead. At this time, the vehicle is controlled to reduce the speed to reduce the current lateral acceleration.

[0088] It should be noted that the lateral acceleration threshold is related to the position of the tire-bursting wheel. That is to say, when determining the lateral acceleration threshold, the position of the tire-bursting wheel must be determined first. On this basis, the lateral acceleration threshold is determined based on the position of the tire-bursting wheel.

[0089] In one embodiment of the present application, the above step S31 is specifically implemented by the following step S311 and / or step S312.

[0090] Step S311, applying a target driving force to the vehicle, wherein the target driving force is a driving force that is less than or equal to a maximum driving force that can prevent a tire from coming off the rim due to a tire burst.

[0091] In the present application, deceleration is achieved by applying a driving force to the vehicle that can prevent the tire bursting wheel from coming off the bead.

[0092] Step S312, applying a target braking force to the vehicle, wherein the target braking force is a braking force greater than or equal to a minimum braking force to prevent a tire blown wheel from coming off the rim.

[0093] In the present application, deceleration is achieved by applying a braking force to the vehicle that can prevent the tire-punctured wheel from coming off the rim.

[0094] Step S122, when the driving intention is that the actual deviation of the vehicle is greater than or equal to the preset deviation, determining the vehicle control strategy to be at least one of the following two control sub-strategies:

[0095] A fourth control sub-strategy is to reduce a vehicle center of mass sideslip angle threshold value, where the vehicle center of mass sideslip angle threshold value is a minimum vehicle center of mass sideslip angle value that triggers a vehicle stability control function;

[0096] The fifth control sub-strategy controls the vehicle to reduce lateral acceleration.

[0097] In the present application, when the driving intention is that the actual deviation of the vehicle is greater than or equal to the preset deviation, it means that the driver performs a sharp turn operation. On this basis, if the vehicle has a flat tire, the vehicle will be at risk of losing control due to the large actual deviation of the vehicle. At this time, the stability of the vehicle is controlled to ensure that the vehicle will not become unstable. At the same time, the operation of preventing the tire from falling off the circle can also be controlled to avoid the problem of the vehicle becoming unstable due to the tire falling off the circle.

[0098] Among them, controlling the stability of the vehicle includes the fourth control sub-strategy, and controlling the operation of the tire-punctured wheel to avoid derailment includes the fifth control sub-strategy.

[0099] For the fourth control sub-strategy, the vehicle center of mass sideslip angle threshold value is reduced, and the vehicle center of mass sideslip angle threshold value is the minimum vehicle center of mass sideslip angle value that triggers the vehicle stability control function.

[0100] In the conventional technology, in the case of a tire blowout, if the actual side slip angle of the vehicle reaches the side slip angle threshold value, the vehicle stability control function is executed to stabilize the vehicle. However, the applicant has found that when the driving intention is that the actual deviation of the vehicle is greater than or equal to the preset deviation, if the actual side slip angle of the vehicle reaches the side slip angle threshold value, the vehicle stability control function is executed too late, and the vehicle still has a great risk of instability. Therefore, by lowering the side slip angle threshold value, the vehicle stability control function is executed in advance, which can effectively avoid vehicle instability.

[0101] In one embodiment of the present application, the vehicle center of mass sideslip angle threshold value may be reduced by reducing the vehicle center of mass sideslip angle threshold value to 80% of the original value.

[0102] For the fifth control sub-strategy, the vehicle is controlled to reduce lateral acceleration.

[0103] It should be noted that, in the fifth control sub-strategy, the method of controlling the vehicle to reduce the lateral acceleration is implemented in the same manner as in the above step S31, which will not be described in detail here.

[0104] Based on the description of the above step S120 , it can be seen that in the present application, the driving needs of the driver and the stability of the vehicle are taken into consideration based on the above step S120 .

[0105] Step S130, controlling the vehicle according to the vehicle control strategy.

[0106] In the present application, the vehicle is controlled according to the vehicle control strategy determined based on the driving intention in the above step S120.

[0107] The present application provides a control method for a vehicle with a tire blowout, the method comprising: obtaining the driving intention of the vehicle driver at the moment of the tire blowout; determining a vehicle control strategy based on the driving intention, the vehicle control strategy being used to avoid the vehicle from becoming unstable in the event of a tire blowout or to maintain the driving state before the tire blowout; and controlling the vehicle according to the vehicle control strategy. In the method, in the event of a tire blowout, different vehicle control strategies are executed for different driving intentions, so that both the driver's driving needs and the stability of the vehicle can be taken into account.

[0108] In one embodiment of the present application, the above step S130 is specifically implemented by the following step S131.

[0109] Step S131, determining the wheel braking force, wheel steering angle and wheel driving force of each wheel of the vehicle according to the vehicle control amount corresponding to the vehicle control strategy and at least one of the following constraints, and driving the wheel according to the wheel braking force, wheel steering angle and wheel driving force corresponding to the wheel;

[0110] The first constraint condition is to allocate the wheel braking force to the non-flattened wheel first. When the braking force of the non-flattened wheel is greater than the maximum road adhesion of the corresponding wheel, the wheel braking force is allocated to the non-flattened wheel. The second constraint condition is that the wheel braking force of the wheels on both sides of the coaxial axis is evenly distributed. The third constraint condition is that the tire force of any wheel is less than or equal to the maximum road adhesion of the corresponding wheel. The fourth constraint condition is that the road adhesion utilization rate of the wheel is the lowest and the road adhesion utilization rates of the wheels are similar.

[0111] In the present application, after the vehicle control amount is determined according to the vehicle control strategy, when the vehicle control amount is specifically applied to the vehicle, it needs to be achieved through the braking force, wheel angle and wheel driving force of the vehicle's wheels. Therefore, it is necessary to determine the wheel braking force, wheel angle and wheel driving force of each wheel of the vehicle according to the vehicle control amount corresponding to the vehicle control strategy. In the present application, in the process of determining the wheel braking force, wheel angle and wheel driving force of each wheel of the vehicle according to the vehicle control amount corresponding to the vehicle control strategy, any of the above-mentioned preset conditions is combined to determine the wheel braking force, wheel angle and wheel driving force of each wheel of the vehicle to cope with complex driving conditions and vehicle states. In this way, the stability margin of the vehicle can be improved.

[0112] It should be noted that, when the vehicle control strategy includes the first control sub-strategy, the vehicle control quantity corresponding to the vehicle control strategy is specifically the target yaw moment; when the vehicle control strategy includes the second control sub-strategy, the vehicle control quantity corresponding to the vehicle control strategy is specifically the target wheel angle correction value; when the vehicle control strategy includes the third control sub-strategy or the fifth control sub-strategy, the vehicle control quantity corresponding to the vehicle control strategy is specifically the target driving force and / or target braking force.

[0113] And, for the first constraint, since the wheel force of the tire-bursting wheel is very small, it is not suitable to allocate the braking force to the tire-bursting wheel. Therefore, the wheel braking force is allocated to the non-flattened wheel first, and the wheel braking force is allocated to the non-flattened wheel only when the braking force of the non-flattened wheel is greater than the maximum road adhesion of the corresponding wheel. Among them, different states of road surface correspond to different maximum road adhesion of wheels.

[0114] For the second constraint, by evenly distributing the wheel braking forces on both sides of the coaxial wheel, the vehicle can be prevented from swaying, making the vehicle's driving direction stable.

[0115] For the third constraint, the vehicle can be prevented from losing stability by ensuring that the tire force of any wheel is less than or equal to the maximum road adhesion of the corresponding wheel. The tire force of the wheel includes the wheel driving force, wheel braking force and wheel lateral force.

[0116] For the fourth constraint condition, when the road adhesion utilization rate of the wheels is the lowest and the road adhesion utilization rates of the wheels are similar, the vehicle stability can be improved.

[0117] Taking a vehicle including four wheels as an example, for one wheel, the road adhesion utilization rate of the wheel can be calculated based on the following formula:

[0118]

[0119] Among them, J is the road adhesion utilization rate of the wheel, F xi 、F yi and F zi are the longitudinal force, lateral force and vertical force of the wheel respectively, i is the wheel number among the wheels, and μ is the road adhesion coefficient.

[0120] The present application also provides a vehicle controller 200, such as Figure 2 As shown, it includes a memory 210 and a processor 220, the memory 210 is used to store computer instructions, and the processor 220 is used to call the computer instructions from the memory 210 to execute any one of the above-mentioned control methods for a vehicle with a tire burst.

[0121] The present application also provides a vehicle, which includes the vehicle controller 200 provided in the above embodiment.

[0122] In one embodiment of the present application, the vehicle may be an electric vehicle, a fuel vehicle, a gas vehicle, a hybrid vehicle of an oil and an electric vehicle, or a hybrid vehicle of an automobile and an electric vehicle.

[0123] The present application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer program implements a method for controlling a vehicle with a tire blowout according to any one of the above-mentioned methods for identifying a vehicle with a tire blowout.

[0124] The present application may be a system, a method and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for causing a processor to implement various aspects of the present application.

[0125] A computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples of computer-readable storage media (a non-exhaustive list) include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disk read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, such as a punch card or a raised structure in a groove on which instructions are stored, and any suitable combination of the foregoing. As used herein, a computer-readable storage medium is not to be interpreted as a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through a wire.

[0126] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, optical fiber transmissions, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in the computer-readable storage medium in each computing / processing device.

[0127] The computer program instructions for performing the operation of the present application can be assembler instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages, such as Smalltalk, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. Computer-readable program instructions can be executed completely on a user's computer, partially on a user's computer, executed as an independent software package, partially on a user's computer, partially on a remote computer, or completely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, using an Internet service provider to connect through the Internet). In some embodiments, by using the state information of a computer-readable program instruction to personalize an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA) or a programmable logic array (PLA), the electronic circuit can execute a computer-readable program instruction, thereby realizing various aspects of the present application.

[0128] Various aspects of the present application are described herein with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present application. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer-readable program instructions.

[0129] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device that implements the functions / actions specified in one or more boxes in the flowchart and / or block diagram is generated. These computer-readable program instructions can also be stored in a computer-readable storage medium, and these instructions cause the computer, programmable data processing device, and / or other equipment to work in a specific manner, so that the computer-readable medium storing the instructions includes a manufactured product, which includes instructions for implementing various aspects of the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0130] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operating steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0131] The flowchart and block diagram in the accompanying drawings show the possible architecture, function and operation of the system, method and computer program product according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a part of a module, program segment or instruction, and the part of the module, program segment or instruction contains one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of the boxes in the block diagram and / or flowchart can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that it is equivalent to implement it by hardware, implement it by software, and implement it by combining software and hardware.

[0132] The embodiments of the present application have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements to the technology in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein. The scope of the present application is defined by the appended claims.

Claims

1. A method for controlling a vehicle with a tire blowout, characterized in that: include: Obtaining the driving intention of the vehicle driver after the vehicle tire bursts; Determining a vehicle control strategy according to the driving intention, wherein the vehicle control strategy is used to prevent the vehicle from becoming unstable in the event of a tire blowout or to maintain the driving state before the tire blowout; The vehicle is controlled according to the vehicle control strategy.

2. The method according to claim 1, characterized in that: Determining a vehicle control strategy according to the driving intention includes: When the driving intention is that the actual deviation of the vehicle is less than the preset deviation, the vehicle control strategy is determined to be any combination of the following three control sub-strategies: A first control sub-strategy, controlling a deviation between a current yaw angular velocity and a corresponding standard yaw angular velocity to be less than or equal to a first preset deviation; A second control sub-strategy controls the deviation between the actual driving trajectory and the expected driving trajectory within a preset time period from the current moment to be less than or equal to a second preset deviation, wherein the expected driving trajectory is the driving trajectory of the vehicle before the tire burst moment; The third control sub-strategy controls the vehicle to reduce the lateral acceleration when the deviation between the current lateral acceleration and the lateral acceleration threshold is greater than a third preset deviation.

3. The method according to claim 1, characterized in that Determining a vehicle control strategy according to the driving intention includes: When the driving intention is that the actual deviation of the vehicle is greater than or equal to the preset deviation, the vehicle control strategy is determined to be at least one of the following two control sub-strategies: A fourth control sub-strategy, reducing a vehicle center of mass sideslip angle threshold value, wherein the vehicle center of mass sideslip angle threshold value is a minimum vehicle center of mass sideslip angle value that triggers a vehicle stability control function; A fifth control sub-strategy controls the vehicle to reduce lateral acceleration.

4. The method according to claim 2, characterized in that: The controlling the deviation between the current yaw angular velocity and the corresponding standard yaw angular velocity to be less than or equal to a first preset deviation comprises: Get the current yaw rate and the corresponding standard yaw rate; Determine a target yaw moment according to a deviation between a current yaw angular velocity and a corresponding standard yaw angular velocity; controlling the vehicle according to the target yaw moment; The process of obtaining the current yaw angular velocity and the corresponding standard yaw angular velocity is repeated until a deviation between the current yaw angular velocity and the corresponding standard yaw angular velocity is less than or equal to a first preset deviation.

5. The method according to claim 2, characterized in that: The controlling the deviation between the actual driving trajectory and the expected driving trajectory within a preset time period from the current moment is less than or equal to a second preset deviation, comprises: Obtain the actual driving trajectory and expected driving trajectory within a preset time from the current moment; Determining a target wheel angle correction value according to a deviation between an actual driving trajectory and the expected driving trajectory within a preset time period from a current moment; controlling the vehicle according to the target wheel angle correction value; The step of obtaining the actual driving trajectory and the expected driving trajectory within the preset time period from the current moment is repeated until a deviation between the actual driving trajectory and the expected driving trajectory within the preset time period from the current moment is less than or equal to a second preset deviation.

6. The method according to claim 2 or 3, characterized in that: Controlling the vehicle to reduce lateral acceleration includes: Control the vehicle to reduce speed.

7. The method according to claim 6, characterized in that The controlling the vehicle to reduce the speed comprises: Applying a target driving force to the vehicle, wherein the target driving force is a driving force that is less than or equal to a maximum driving force that prevents a tire blown wheel from coming off the wheel; And / or, a target braking force is applied to the vehicle, wherein the target braking force is a braking force greater than or equal to a minimum braking force for preventing a tire burst wheel from coming off the rim.

8. The method according to claim 1, characterized in that: The controlling the vehicle according to the vehicle control strategy comprises: Determine the wheel braking force, wheel steering angle and wheel driving force of each wheel of the vehicle according to the vehicle control amount corresponding to the vehicle control strategy and at least one of the following constraints, and drive the wheel according to the wheel braking force, wheel steering angle and wheel driving force corresponding to the wheel; The first constraint condition is to preferentially allocate the wheel braking force to the wheel without a flat tire, and when the braking force of the wheel without a flat tire is greater than the maximum road adhesion of the corresponding wheel, the wheel braking force is allocated to the wheel without a flat tire; The second constraint condition is to evenly distribute the wheel braking force of the wheels on both sides of the coaxial axis; The third constraint condition is that the tire force of any wheel is less than or equal to the maximum road adhesion of the corresponding wheel; The fourth constraint condition is that the road adhesion utilization rate of the wheels is the lowest and the road adhesion utilization rates of the wheels are close to each other.

9. A vehicle controller, characterized in that: The vehicle controller comprises a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the control method for a vehicle with a tire burst according to any one of claims 1-8.

10. A vehicle, characterized in that: The vehicle includes the vehicle controller as claimed in claim 9.

11. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor, the control method of a vehicle with a tire burst according to any one of claims 1 to 8 is implemented.

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