Vehicle tire burst control method, device and vehicle

Abstract

The application relates to a vehicle tire burst control method and device and a vehicle. The method comprises the following steps: acquiring a target yaw angular velocity corresponding to a target vehicle; if the target vehicle is identified as being in a tire burst state, and if a driving motor controller and a rear wheel steering controller of the target vehicle are both in an available state, then according to the target yaw angular velocity, a requested differential torque and a requested rear wheel steering angle are acquired; the differential torque proportion of the target vehicle and the rear wheel steering angle proportion are acquired, the target differential torque is obtained according to the differential torque proportion and the requested differential torque, and the target rear wheel steering angle is obtained according to the rear wheel steering angle proportion and the requested rear wheel steering angle; a vehicle tire burst control instruction is generated based on the target differential torque and the target rear wheel steering angle; the vehicle tire burst control instruction is used to instruct the driving motor controller to adjust the torque output and instruct the rear wheel steering controller to adjust the rear wheel steering angle of the target vehicle, so that the tire burst control of the target vehicle is realized. The method can improve the tire burst control effect.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle tire burst control method and device and vehicle. BACKGROUND

[0002] With the development of vehicle technology, a technology for controlling vehicle tire burst has appeared. If any wheel of a vehicle bursts during high-speed driving, the wheel will lose stability, and in severe cases, it will even cause a large-scale traffic accident. Tire burst control refers to the ability of a vehicle to travel stably and safely to the roadside when any wheel of the vehicle bursts during high-speed driving through a control method.

[0003] In the traditional technology, tire burst control of a vehicle usually requires coordinated control of different actuators to ensure the stability of tire burst control. However, the existing tire burst control strategy of multi-actuator coordinated control is not clear enough, so the effect of the existing vehicle tire burst control method is poor. SUMMARY

[0004] Therefore, it is necessary to provide a vehicle tire burst control method and device, vehicle, computer readable storage medium and computer program product capable of improving the effect of tire burst control.

[0005] In a first aspect, the present application provides a vehicle tire burst control method, comprising:

[0006] obtaining a target yaw rate corresponding to a target vehicle;

[0007] In the case where the target vehicle is identified as being in a tire burst state, if the drive motor controller and the rear steering controller of the target vehicle are both in an available state, then according to the target yaw rate, a requested differential torque and a requested rear wheel steering angle are obtained;

[0008] obtaining a differential torque ratio and a rear wheel steering angle ratio of the target vehicle, obtaining a target differential torque according to the differential torque ratio and the requested differential torque, and obtaining a target rear wheel steering angle according to the rear wheel steering angle ratio and the requested rear wheel steering angle;

[0009] generating a vehicle tire burst control instruction based on the target differential torque and the target rear wheel steering angle; the vehicle tire burst control instruction is used to instruct the drive motor controller to adjust the torque output according to the target differential torque, and instruct the rear steering controller to adjust the rear wheel steering angle of the target vehicle according to the target rear wheel steering angle, so as to control the tire burst of the target vehicle.

[0010] In a second aspect, the present application also provides a vehicle tire burst control device, comprising:

[0011] The yaw rate acquisition module is configured to acquire a target yaw rate corresponding to the target vehicle.

[0012] The request data acquisition module is configured to, in a case where the target vehicle is identified as being in the tire burst state, acquire a requested differential torque and a requested rear wheel steering angle according to the target yaw rate, if both the drive motor controller and the rear steering controller of the target vehicle are in an available state.

[0013] The target data acquisition module is configured to acquire a differential torque proportion and a rear wheel steering angle proportion of the target vehicle, acquire a target differential torque according to the differential torque proportion and the requested differential torque, and acquire a target rear wheel steering angle according to the rear wheel steering angle proportion and the requested rear wheel steering angle.

[0014] The control instruction generation module is configured to generate a vehicle tire burst control instruction based on the target differential torque and the target rear wheel steering angle, and the vehicle tire burst control instruction is configured to instruct the drive motor controller to adjust torque output according to the target differential torque, and instruct the rear steering controller to adjust the rear wheel steering angle of the target vehicle according to the target rear wheel steering angle, so as to perform tire burst control on the target vehicle.

[0015] In a third aspect, the present application further provides a vehicle, comprising a vehicle controller, and a tire pressure sensor, a suspension controller, a drive controller, a rear steering controller and a brake controller which are in communication connection with the vehicle controller; the vehicle controller is configured to implement the steps of the method according to any one of the embodiments of the first aspect.

[0016] In a fourth aspect, the present application further provides a computer readable storage medium having a computer program stored thereon, and the computer program is configured to implement the steps of the method according to any one of the embodiments of the first aspect when executed by a processor.

[0017] In a fifth aspect, the present application further provides a computer program product comprising a computer program, and the computer program is configured to implement the steps of the method according to any one of the embodiments of the first aspect when executed by a processor.

[0018] The vehicle tire burst control method, device, vehicle, computer readable storage medium and computer program product, the vehicle controller obtains a target yaw rate corresponding to a target vehicle; in the case that the target vehicle is identified as being in a tire burst state, if the drive motor controller and the rear turning controller of the target vehicle are both in an available state, the requested differential torque and the requested rear wheel turning angle are obtained according to the target yaw rate; the differential torque ratio and the rear wheel turning angle ratio of the target vehicle are obtained, the target differential torque is obtained according to the differential torque ratio and the requested differential torque, and the target rear wheel turning angle is obtained according to the rear wheel turning angle ratio and the requested rear wheel turning angle; the vehicle tire burst control instruction is generated based on the target differential torque and the target rear wheel turning angle; the vehicle tire burst control instruction is used to instruct the drive motor controller to adjust the torque output according to the target differential torque, and instruct the rear turning controller to adjust the rear wheel turning angle of the target vehicle according to the target rear wheel turning angle, so as to control the tire burst of the target vehicle. The target yaw rate is obtained, and if the drive motor controller and the rear turning controller are both available when the target vehicle is identified as being in a tire burst state, the requested differential torque and the requested rear wheel turning angle are obtained based on the target yaw rate, and the target differential torque and the target rear wheel turning angle are obtained by combining the corresponding distribution ratio, so as to generate the control instruction, thereby instructing the drive motor controller to adjust the torque output according to the target differential torque, and the rear turning controller to adjust the rear wheel turning angle according to the target rear wheel turning angle. In this way, the cooperative control of the drive motor controller and the rear turning controller is realized to realize the vehicle tire burst control, so as to improve the effect of the tire burst control. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the description of the embodiments of the present application or the related art will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other related drawings can be obtained by those skilled in the art without creating any inventive labor.

[0020] Figure 1 A flowchart of a vehicle tire burst control method in an embodiment;

[0021] Figure 2 A flowchart of obtaining a feedforward control torque in an embodiment;

[0022] Figure 3 A flowchart of obtaining a requested differential torque in an embodiment;

[0023] Figure 4 A flowchart of obtaining a differential torque ratio and a rear wheel turning angle ratio in an embodiment;

[0024] Figure 5A flowchart of a process for obtaining a target yaw rate in an embodiment;

[0025] Figure 6 A schematic diagram of a system architecture for tire burst control in an embodiment;

[0026] Figure 7 A schematic diagram of a system component connection relationship for tire burst control in an embodiment;

[0027] Figure 8 A block diagram of a structure of a vehicle tire burst control device in an embodiment;

[0028] Figure 9 An internal structure diagram of a vehicle controller in an embodiment;

[0029] Figure 10 A schematic diagram of a structure of a vehicle in an embodiment. DETAILED DESCRIPTION

[0030] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0031] It should be noted that the terms "first", "second", etc. used in the present application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "include" and "have" used in the present application and any variations thereof are intended to cover non-exclusive inclusion. The term "multiple" used in the present application refers to two or more. The term "and / or" used in the present application refers to one of the options or any combination of multiple options.

[0032] In an embodiment, as shown in Figure 1 A vehicle tire burst control method is provided, and the present embodiment takes the method applied to a controller as an example, which can be a vehicle controller. In the present embodiment, the method includes the following steps:

[0033] Step S101, obtaining a target yaw rate corresponding to a target vehicle.

[0034] The target vehicle refers to a vehicle that needs to be controlled for tire burst, and the target yaw rate refers to the angular velocity of rotation around the vertical axis that the vehicle should theoretically reach in a specific driving state. The yaw rate can be calculated according to the speed of the target vehicle and the wheel angle. Specifically, the vehicle controller can first calculate the target yaw rate corresponding to the target vehicle based on the collected speed of the target vehicle and the wheel angle.

[0035] Step S102, if the target vehicle is identified as being in the tire burst state, and if the drive motor controller and the rear steering controller of the target vehicle are both in the available state, then the requested differential torque and the requested rear wheel steering angle are obtained according to the target yaw rate.

[0036] The drive motor controller and the rear steering controller are actuators that need to be controlled by the vehicle controller during tire burst control, wherein the drive motor controller is used to control the torque output of the drive motor, and the rear steering controller is used to control the rear steering motor, i.e., the actuator of the rear wheel steering system, which can be used to control the rear wheel steering angle, i.e., the rear wheel steering angle. The differential torque is a technology for achieving steering assistance or stability optimization by actively controlling the torque distribution difference between the left and right drive wheels, and its core principle is to use the torque difference between the left and right wheels to generate an additional yaw moment, thereby directly intervening in the vehicle motion state. The requested differential torque refers to the requested value of the differential torque initiated to the drive motor controller, and the requested rear wheel steering angle refers to the requested value of the rear wheel steering angle initiated to the rear steering controller.

[0037] Specifically, after obtaining the target yaw rate, if the target vehicle is identified as being in the tire burst state, the vehicle controller can further determine whether each actuator used to implement tire burst control of the target vehicle is in an available state. If the drive motor controller and the rear steering controller are both in the available state, then the vehicle tire burst control can be achieved by cooperatively controlling the drive motor controller and the rear steering controller. At this time, the vehicle controller can output a differential torque control strategy for the drive motor controller and a rear wheel steering angle control strategy for the rear steering controller, i.e., output the requested differential torque and the requested rear wheel steering angle, respectively.

[0038] Step S103, obtain the differential torque proportion and the rear wheel steering angle proportion of the target vehicle, obtain the target differential torque according to the differential torque proportion and the requested differential torque, and obtain the target rear wheel steering angle according to the rear wheel steering angle proportion and the requested rear wheel steering angle.

[0039] The differential torque proportion and the rear wheel angle proportion respectively refer to the proportions of the differential torque control strategy and the rear wheel angle control strategy. The differential torque and the rear wheel angle control have different advantages in the yaw control caused by the tire blowout. The rear wheel angle control has greater advantage in the gain effect on the yaw in the linear region of the tire, and the differential torque has greater advantage in the gain effect on the yaw in the nonlinear region of the tire. Therefore, when the multiple strategies are cooperatively controlled, the proportions of different control strategies need to be allocated. The target differential torque and the target rear wheel angle are the differential torque value and the rear wheel angle value output to the drive motor controller and the rear wheel controller. The target differential torque can be calculated based on the differential torque proportion and the requested differential torque, and the target rear wheel angle can be calculated based on the rear wheel angle proportion and the requested rear wheel angle.

[0040] For example, the differential torque proportion and the rear wheel angle proportion are both 50%, and then the target differential torque can be set to 50% of the requested differential torque. Similarly, the target rear wheel angle can be set to 50% of the requested rear wheel angle. Specifically, the vehicle controller can obtain the differential torque proportion and the rear wheel angle proportion of the target vehicle, and then calculate the target differential torque and the target rear wheel angle based on the differential torque proportion and the requested differential torque, and the requested differential torque and the requested rear wheel angle.

[0041] In step S104, a vehicle blowout control instruction is generated based on the target differential torque and the target rear wheel angle. The vehicle blowout control instruction is used to instruct the drive motor controller to adjust the torque output according to the target differential torque, and instruct the rear wheel controller to adjust the rear wheel angle of the target vehicle according to the target rear wheel angle, so as to control the tire blowout of the target vehicle.

[0042] After obtaining the target differential torque and the target rear wheel angle, a vehicle blowout control instruction for controlling the tire blowout of the target vehicle can be further generated. The instruction can instruct the drive motor controller to adjust the torque output according to the target differential torque, and instruct the rear wheel controller to adjust the rear wheel angle of the target vehicle according to the target rear wheel angle, so as to control the tire blowout of the target vehicle.

[0043] In the vehicle tire burst control method, the vehicle controller obtains a target yaw rate corresponding to the target vehicle; in the case where the target vehicle is identified as being in a tire burst state, if the drive motor controller and the rear wheel steering controller of the target vehicle are both in an available state, the target yaw rate is used to obtain a requested differential torque and a requested rear wheel steering angle; a differential torque proportion and a rear wheel steering angle proportion of the target vehicle are obtained, and a target differential torque is obtained according to the differential torque proportion and the requested differential torque, and a target rear wheel steering angle is obtained according to the rear wheel steering angle proportion and the requested rear wheel steering angle; a vehicle tire burst control instruction is generated based on the target differential torque and the target rear wheel steering angle; the vehicle tire burst control instruction is used to instruct the drive motor controller to adjust the torque output according to the target differential torque, and instruct the rear wheel steering controller to adjust the rear wheel steering angle of the target vehicle according to the target rear wheel steering angle, so as to control the tire burst of the target vehicle. By obtaining the target yaw rate, if the drive motor controller and the rear wheel steering controller are both available in the case where the target vehicle is identified as being in a tire burst state, the requested differential torque and the requested rear wheel steering angle are obtained based on the target yaw rate, and the target differential torque and the target rear wheel steering angle are obtained by combining the corresponding distribution proportions, so as to generate the control instruction, thereby instructing the drive motor controller to adjust the torque output according to the target differential torque, and instructing the rear wheel steering controller to adjust the rear wheel steering angle according to the target rear wheel steering angle. In this way, the cooperative control of the drive motor controller and the rear wheel steering controller is realized, so as to realize the vehicle tire burst control, and thus the effect of the tire burst control can be improved.

[0044] In one embodiment, step S102 can further include: obtaining actual vehicle state data of the target vehicle; obtaining a feedforward control torque of the target vehicle according to the actual vehicle state data, and obtaining a feedback control torque of the target vehicle according to the actual vehicle state data and the target yaw rate; and obtaining the requested differential torque according to the feedforward control torque and the feedback control torque.

[0045] The actual vehicle state data refers to the actual running state data of the target vehicle, which can include the actual vehicle speed and the like, and the feedforward control torque and the feedback control torque are two parts of the differential torque control, wherein the feedforward control torque refers to the torque output by the feedforward control, and the feedback control torque refers to the torque controlled by the feedback control. The differential torque control in this embodiment is a feedforward+feedback control based on the target yaw rate.

[0046] Specifically, the vehicle controller can first collect the actual vehicle state data of the target vehicle, and then calculate the feedforward control torque according to the actual vehicle state data, and calculate the feedback control torque by combining the actual vehicle state data and the target yaw rate. Then, the final requested differential torque can be obtained by combining the feedforward control torque and the feedback control torque.

[0047] In this embodiment, the feedforward control torque and the feedback control torque can be calculated respectively, and the final requested differential torque is obtained by combining the feedforward control torque and the feedback control torque, so that the accuracy of the requested differential torque calculation can be improved.

[0048] Further, the actual vehicle state data includes: an actual vehicle speed, an actual steering wheel angle, and a road adhesion coefficient of the target vehicle; as Figure 2 As shown, the feedforward control torque of the target vehicle is obtained according to the actual vehicle state data:

[0049] In step S201, a mapping relationship table is obtained, which stores the corresponding relationship between different feedforward torques and different vehicle speeds and steering wheel angles, and the feedforward torque and the vehicle speed and the steering wheel angle are positively correlated;

[0050] In step S202, the feedforward torque corresponding to the actual vehicle speed and the actual steering wheel angle is obtained from the mapping relationship table as the initial feedforward control torque.

[0051] In this embodiment, the actual vehicle state data can include the actual vehicle speed, the actual steering wheel angle, and the road adhesion coefficient of the target vehicle, and the mapping relationship table refers to a mapping relationship table that is constructed in advance and is used to store the corresponding relationship between the feedforward torque and the vehicle speed and the steering wheel angle. At the same time, the size of the feedforward torque stored in the mapping relationship table is positively correlated with the vehicle speed and the steering wheel angle, that is, the larger the vehicle speed, the larger the feedforward torque, and similarly, the larger the steering wheel angle, the larger the feedforward torque.

[0052] Specifically, the vehicle controller can obtain the initial feedforward control torque that has not been corrected by pre-setting a mapping relationship table that stores the corresponding relationship between different feedforward torques and different vehicle speeds and steering wheel angles.

[0053] For example, the mapping relationship table stores the corresponding relationship between the vehicle speed A and the steering wheel angle 1 and the feedforward torque A1, the corresponding relationship between the vehicle speed A and the steering wheel angle 2 and the feedforward torque A2, the corresponding relationship between the vehicle speed B and the steering wheel angle 1 and the feedforward torque B1, and the corresponding relationship between the vehicle speed B and the steering wheel angle 2 and the feedforward torque B2. Then, when the actual vehicle speed is the vehicle speed A and the actual steering wheel angle is the steering wheel angle 2, the initial feedforward control torque obtained by the vehicle controller can be the feedforward torque A2.

[0054] In step S203, a feedforward torque correction coefficient matching the road adhesion coefficient is obtained; the feedforward torque correction coefficient and the road adhesion coefficient are positively correlated;

[0055] Step S204, the initial feedforward control torque is corrected by using the feedforward torque correction coefficient to obtain the feedforward control torque of the target vehicle.

[0056] The feedforward torque correction coefficient is a correction coefficient for correcting the initial feedforward control torque, and the correction coefficient has a positive correlation with the road adhesion coefficient, that is, the larger the road adhesion coefficient, the larger the correction coefficient value, and vice versa. The mapping relationship between the feedforward torque correction coefficient and the road adhesion coefficient can be obtained through a mapping relationship table, which can be shown in Table 1:

[0057] Table 1: Feedforward torque correction coefficient mapping relationship table

[0058]

[0059] Specifically, the vehicle controller can obtain the feedforward torque correction coefficient matched with the road adhesion coefficient based on the feedforward torque correction coefficient mapping relationship table, and then correct the initial feedforward control torque by using the feedforward torque correction coefficient, so as to obtain the final feedforward control torque of the target vehicle.

[0060] In this embodiment, the corresponding relationship between different feedforward torques and different vehicle speeds and steering wheel angles can also be stored in the setting to obtain the initial feedforward control torque, and then the correction of the feedforward control torque is completed by using the feedforward torque correction coefficient matched with the road adhesion coefficient. The initial feedforward control torque obtained through the mapping relationship table can reduce the calculation amount of the feedforward control torque, and the feedforward torque correction coefficient can also be obtained in combination with the road adhesion coefficient to realize the correction of the initial feedforward control torque. In this way, the calculation amount can be reduced, and the accuracy of obtaining the feedforward control torque of the target vehicle can be further improved.

[0061] In addition, the actual vehicle state data includes the actual yaw rate of the target vehicle, and the feedback control torque of the target vehicle is obtained according to the actual vehicle state data and the target yaw rate, which can further include: obtaining the yaw rate deviation between the actual yaw rate and the target yaw rate; obtaining the feedback control torque of the target vehicle according to the yaw rate deviation.

[0062] The actual yaw rate refers to the real-time yaw rate of the target vehicle during driving, and the yaw rate deviation refers to the deviation value between the actual yaw rate and the target yaw rate. Specifically, the vehicle controller can also obtain the actual yaw rate of the target vehicle from the actual vehicle state data, and then calculate the feedback control torque of the target vehicle according to the yaw rate deviation between the actual yaw rate and the target yaw rate.

[0063] For example, PID control, i.e., proportional-integral-derivative control, can be performed based on a difference between the actual yaw rate and the target yaw rate, i.e., a yaw rate deviation, to obtain respective control parameters of the proportional-integral-derivative control, i.e., a proportional control parameter, an integral control parameter, and a derivative control parameter, by querying a table with the yaw rate deviation, and then a discrete proportional-integral-derivative formula can be used to calculate an incremental feedback control torque, and the specific calculation formula is as follows:

[0064]

[0065] wherein, represents the feedback control torque, represents the yaw rate deviation, , , respectively represent the proportional control parameter, the integral control parameter, and the derivative control parameter, which can be obtained by table lookup according to the deviation.

[0066] In this embodiment, the proportional-integral-derivative control parameters can also be obtained according to the yaw rate deviation between the actual yaw rate and the target yaw rate, so as to obtain the feedback control torque in combination with the proportional-integral-derivative control and the yaw rate deviation, thereby improving the accuracy of obtaining the feedback control torque.

[0067] Further, the actual vehicle state data includes a driver steering wheel torque, an actual vehicle speed, and an actual steering wheel rotation angle. Figure 3 As shown in FIG. 6, the requested differential torque can be obtained according to the feedforward control torque and the feedback control torque, and can further include:

[0068] In step S301, the requested differential torque is obtained according to the feedforward control torque and the feedback control torque, in a case where a torque change rate of the driver steering wheel torque is less than or equal to a preset change rate threshold.

[0069] The driver steering wheel torque refers to a torque generated by the driver's intervention on the steering wheel. In this embodiment, if it is detected that the torque change rate of the driver steering wheel torque is less than or equal to the preset change rate threshold, i.e., the torque change rate of the driver steering wheel torque is not excessively large, the vehicle controller can directly obtain the requested differential torque based on the feedforward control torque and the feedback control torque.

[0070] In step S302, an initial driver intervention correction torque is obtained according to the driver steering wheel torque and the actual vehicle speed, in a case where the torque change rate of the driver steering wheel torque is greater than the preset change rate threshold. The initial driver intervention correction torque is positively correlated with the driver steering wheel torque and the actual vehicle speed.

[0071] If the rate of change of the driver steering wheel torque is greater than the preset rate of change threshold, i.e., the rate of change of the driver steering wheel torque is too large, then the initial driver intervention correction torque opposite to the driver steering wheel torque needs to be obtained based on the driver steering wheel torque and the actual vehicle speed, and the initial driver intervention correction torque is positively correlated with the driver steering wheel torque and the actual vehicle speed, i.e., the greater the driver steering wheel torque and the actual vehicle speed, the greater the initial driver intervention correction torque. The initial driver intervention correction torque can also be obtained by table lookup.

[0072] Specifically, if the rate of change of the driver steering wheel torque is greater than the preset rate of change threshold, the vehicle control unit can further look up the initial driver intervention correction torque according to the driver steering wheel torque and the actual vehicle speed.

[0073] Step S303: An intervention torque correction coefficient matching the steering wheel angular velocity is obtained; the intervention torque correction coefficient is positively correlated with the steering wheel angular velocity.

[0074] Step S304: The initial driver intervention correction torque is corrected by using the intervention torque correction coefficient to obtain a corrected driver intervention correction torque, and the requested differential torque is obtained according to the feedforward control torque, the feedback control torque, and the corrected driver intervention correction torque.

[0075] The intervention torque correction coefficient refers to a correction coefficient for correcting the initial driver intervention correction torque, and the correction coefficient is positively correlated with the steering wheel angular velocity, i.e., the greater the steering wheel angular velocity, the greater the correction coefficient value, and for the same reason, the smaller the steering wheel angular velocity, the smaller the correction coefficient value. The mapping relationship between the intervention torque correction coefficient and the steering wheel angular velocity can also be obtained by a mapping relationship table, which can be shown in Table 2:

[0076] Table 2: Intervention torque correction coefficient mapping relationship table

[0077]

[0078] Specifically, the vehicle control unit can also obtain the intervention torque correction coefficient matching the steering wheel angular velocity based on the intervention torque correction coefficient mapping relationship table, and then correct the initial driver intervention correction torque by using the intervention torque correction coefficient to obtain the corrected driver intervention correction torque.

[0079] After the driver intervention correction torque is obtained, the final requested differential torque can be obtained according to the feedforward control torque, the feedback control torque and the corrected driver intervention correction torque. The introduction of the driver intervention correction torque can prevent the vehicle from swinging due to panic or improper operation of the driver, and thus the accuracy of the requested differential torque can be further improved.

[0080] For example, the calculation of the requested differential torque can be obtained by the following formula:

[0081]

[0082] wherein, the feedforward control torque is represented by TFF, the feedback control torque is represented by TFB, and the corrected driver intervention correction torque is represented by TDI.

[0083] In the embodiment, if the rate of change of the driver steering wheel torque is too large, the driver intervention correction torque can be introduced to calculate the requested differential torque on the basis of the feedforward control torque and the feedback control torque, so as to prevent the vehicle from swinging due to panic or improper operation of the driver. Meanwhile, the driver intervention correction torque can be corrected by an intervention torque correction coefficient matched with the steering wheel angular velocity, so as to further improve the accuracy of the calculation of the requested differential torque.

[0084] In one embodiment, the step S102 can further include: obtaining the actual vehicle speed, the actual steering wheel angle and the actual yaw rate of the target vehicle; obtaining the feedforward rear wheel angle according to the actual vehicle speed and the actual steering wheel angle, and obtaining the feedback rear wheel angle according to the yaw rate deviation between the actual yaw rate and the target yaw rate; and obtaining the requested rear wheel angle according to the feedforward rear wheel angle and the feedback rear wheel angle.

[0085] In the embodiment, the control of the requested rear wheel angle can also be composed of two parts, which are the feedforward control and the feedback control of the rear wheel angle. The feedforward rear wheel angle refers to the rear wheel angle obtained by the feedforward control, i.e. the speed control, and the feedback rear wheel angle refers to the rear wheel angle obtained by the feedback control. The feedforward rear wheel angle can be obtained according to the actual vehicle speed and the actual steering wheel angle, for example, by table lookup. The feedback rear wheel angle can be obtained according to the difference between the actual yaw rate and the target yaw rate.

[0086] Specifically, the vehicle controller can also collect actual vehicle state data of the target vehicle, which can include: actual vehicle speed, actual steering wheel angle and actual yaw rate, the vehicle controller can obtain the front feed rear wheel angle through table lookup according to the actual vehicle speed and the actual steering wheel angle, and can also calculate the difference between the actual yaw rate and the target yaw rate to obtain the feedback rear wheel angle, so as to obtain the final requested rear wheel angle by combining the front feed rear wheel angle and the feedback rear wheel angle.

[0087] In this embodiment, the front feed rear wheel angle can also be obtained according to the actual vehicle speed and the actual steering wheel angle, and the feedback rear wheel angle can be obtained according to the difference between the actual yaw rate and the target yaw rate, so as to obtain the final requested rear wheel angle by combining the front feed rear wheel angle and the feedback rear wheel angle, which can improve the accuracy of the requested rear wheel angle.

[0088] In one embodiment, as shown in Figure 4 Step S103 can further include:

[0089] Step S401, obtaining the tire burst wheel, lateral acceleration and actual mass center offset angle of the target vehicle;

[0090] Step S402, obtaining the first differential torque ratio, the second differential torque ratio and the third differential torque ratio, and obtaining the first rear wheel angle ratio, the second rear wheel angle ratio and the third rear wheel angle ratio according to the tire burst wheel, the lateral acceleration and the actual mass center offset angle.

[0091] In this embodiment, the differential torque ratio and the rear wheel angle ratio can also be composed of three parts, corresponding to different influencing factors, wherein the three parts of the differential torque ratio are the first differential torque ratio, the second differential torque ratio and the third differential torque ratio, and the three parts of the rear wheel angle ratio are the first rear wheel angle ratio, the second rear wheel angle ratio and the third rear wheel angle ratio.

[0092] Among them, the first differential torque ratio and the first rear wheel angle ratio are mainly determined according to the tire burst wheel, the second differential torque ratio and the second rear wheel angle ratio are mainly determined according to the lateral acceleration, and the third differential torque ratio and the third rear wheel angle ratio are mainly obtained according to the actual mass center offset angle.

[0093] Specifically, the vehicle controller can collect the tire burst wheel, lateral acceleration and actual mass center offset angle of the target vehicle, so as to calculate the first differential torque ratio, the second differential torque ratio and the third differential torque ratio, and the first rear wheel angle ratio, the second rear wheel angle ratio and the third rear wheel angle ratio.

[0094] Step S403, the average of the first differential torque ratio, the second differential torque ratio and the third differential torque ratio is taken as the differential torque ratio of the target vehicle, and the average of the first rear wheel angle ratio, the second rear wheel angle ratio and the third rear wheel angle ratio is taken as the rear wheel angle ratio of the target vehicle.

[0095] Finally, the ratios of the influencing factors can be averaged to obtain the final ratio, that is, the average of the first differential torque ratio, the second differential torque ratio and the third differential torque ratio is taken as the differential torque ratio of the target vehicle, and the average of the first rear wheel angle ratio, the second rear wheel angle ratio and the third rear wheel angle ratio is taken as the rear wheel angle ratio of the target vehicle.

[0096] In this embodiment, there are multiple influencing factors for the differential torque ratio and the rear wheel angle ratio of the target vehicle. The vehicle controller can obtain the corresponding ratio based on each influencing factor, and obtain the final ratio by averaging. In this way, the accuracy of obtaining the differential torque ratio and the rear wheel angle ratio can be further improved.

[0097] Further, step S402 can further include: obtaining the first differential torque ratio and the first rear wheel angle ratio according to the axle on which the tire burst wheel is located; obtaining the second differential torque ratio and the second rear wheel angle ratio matched with the lateral acceleration; the second differential torque ratio and the lateral acceleration have a positive correlation, and the second rear wheel angle ratio and the lateral acceleration have a negative correlation; obtaining the third differential torque ratio and the third rear wheel angle ratio matched with the actual centroid offset angle; the third differential torque ratio and the actual centroid offset angle have a positive correlation, and the third rear wheel angle ratio and the actual centroid offset angle have a negative correlation.

[0098] Specifically, the influencing factors of the first differential torque ratio and the first rear wheel angle ratio are the axle on which the tire burst wheel of the target vehicle is located, so the vehicle controller can determine the first differential torque ratio and the first rear wheel angle ratio based on the axle on which the tire burst wheel is located.

[0099] For example, the first differential torque ratio and the first rear wheel angle ratio can be obtained through the following first ratio mapping table:

[0100] Table 3 First ratio mapping table

[0101]

[0102] As shown in Table 3, when the axle on which the tire burst wheel is located is the front axle, the first differential torque ratio and the first rear wheel angle ratio are set to 50% respectively, and when the axle on which the tire burst wheel is located is the rear axle, the first differential torque ratio is 100%, and the first rear wheel angle ratio is set to 0%.

[0103] The influencing factor of the second differential torque ratio and the second rear wheel angle ratio is the lateral acceleration of the target vehicle, so the vehicle controller can determine the second differential torque ratio and the second rear wheel angle ratio based on the lateral acceleration. Moreover, the second differential torque ratio is positively correlated with the lateral acceleration, that is, the greater the lateral acceleration, the greater the second differential torque ratio, and the second rear wheel angle ratio is negatively correlated with the lateral acceleration, that is, the greater the lateral acceleration, the smaller the second rear wheel angle ratio.

[0104] For example, the second differential torque ratio and the second rear wheel angle ratio can be obtained through the following second ratio mapping table:

[0105] Table 4 Second ratio mapping table

[0106]

[0107] It can be seen that as the lateral acceleration continuously increases, the second differential torque ratio also continuously increases, and the second rear wheel angle ratio correspondingly continuously decreases.

[0108] The influencing factor of the third differential torque ratio and the third rear wheel angle ratio is the actual centroid offset angle of the target vehicle, so the vehicle controller can determine the third differential torque ratio and the third rear wheel angle ratio based on the actual centroid offset angle. Moreover, the third differential torque ratio is positively correlated with the actual centroid offset angle, that is, the greater the actual centroid offset angle, the greater the third differential torque ratio, and the third rear wheel angle ratio is negatively correlated with the lateral acceleration, that is, the greater the actual centroid offset angle, the smaller the third rear wheel angle ratio.

[0109] For example, the third differential torque ratio and the third rear wheel angle ratio can be obtained through the following third ratio mapping table:

[0110] Table 5 Third ratio mapping table

[0111]

[0112] It can be seen that as the actual centroid offset angle continuously increases, the third differential torque ratio also continuously increases, and the third rear wheel angle ratio correspondingly continuously decreases.

[0113] Taking the axle where the target vehicle's blown tire is located as the front axle, the lateral acceleration is 8 m / s 2, the centroid side slip angle is 5°, through the following table, the first differential torque ratio is 50%, the second differential torque ratio is 80%, and the third differential torque ratio is 50%, through averaging, the target vehicle differential torque ratio is 60%, and the first rear wheel angle ratio is 50%, the second rear wheel angle ratio is 20%, and the third rear wheel angle ratio is 50%, through averaging, the target vehicle rear wheel angle ratio is 40%.

[0114] Through the embodiment, the first differential torque ratio and the first rear wheel angle ratio can be obtained according to the axle on which the tire burst wheel is located, the second differential torque ratio and the second rear wheel angle ratio are obtained according to the lateral acceleration, and the third differential torque ratio and the third rear wheel angle ratio are obtained according to the actual centroid offset angle, and the accuracy of obtaining the corresponding ratio of each influencing factor can be improved in this way.

[0115] In one embodiment, in the case where the target vehicle is identified as being in a tire burst state, the vehicle tire burst control method can further include: if the suspension controller of the target vehicle is in a usable state, the vehicle tire burst control instruction further includes a suspension control instruction; the suspension control instruction is used to instruct the suspension controller to lower the height of the tire burst wheel of the target vehicle by a preset height; if the brake controller of the target vehicle is in a usable state, the vehicle tire burst control instruction further includes a brake control instruction; the brake control instruction is used to instruct the brake controller to apply a brake force to the opposite wheel coaxial with the tire burst wheel; and the brake force is determined based on the tire radius before the tire burst.

[0116] In the embodiment, the actuators for controlling the vehicle tire burst can include a suspension controller and a brake controller in addition to the drive motor controller and the rear steering controller, so that the vehicle controller can further determine whether the suspension controller and the brake controller are available after determining that the target vehicle is identified as being in a tire burst state, if the suspension controller is available, a suspension control instruction is sent to the suspension controller to control the suspension motor, and if the brake controller is available, a brake control instruction is sent to the brake controller to control the caliper, to further realize cooperative control of the vehicle tire burst.

[0117] Specifically, when the target vehicle is identified as being in a tire burst state, in addition to determining whether the drive motor controller and the rear steering controller of the target vehicle are available, it can also be determined whether the suspension controller and the brake controller of the target vehicle are available, if the suspension controller is available, a suspension control instruction can be generated and added in the vehicle tire burst control instruction, which can instruct the suspension controller to lower the height of the tire burst wheel of the target vehicle by a preset height, for example, the preset height can be 20 mm, i.e., instructing the suspension controller to lower the height of the tire burst wheel of the target vehicle by 20 mm.

[0118] If the brake controller is available, a brake control instruction can be generated and added in the vehicle tire burst control instruction, which can instruct the brake controller to apply a braking force to the coaxial opposite wheel of the tire burst wheel, the braking force can be determined based on the tire radius of the tire burst wheel before the tire burst, and the braking force can be proportional to the tire radius of the tire burst wheel before the tire burst. For example, if the left front wheel of the vehicle is the tire burst wheel, a braking force can be applied to the right front wheel by the brake controller, and the braking force can be 30 times the tire radius of the left front wheel.

[0119] In this embodiment, the actuators for controlling the tire burst of the vehicle can further include a suspension controller and a brake controller in addition to the drive motor controller and the rear steering controller, so as to further realize the cooperative control of the tire burst of the vehicle and further increase the control accuracy of the tire burst control of the vehicle.

[0120] In one embodiment, the vehicle tire burst control method can further include: if the suspension controller and / or the brake controller is in an unavailable state, generating a first speed limiting instruction; the first speed limiting instruction is used to limit the speed of the target vehicle to a first speed; if the rear steering controller is in an unavailable state, generating a second speed limiting instruction; the second speed limiting instruction is used to limit the speed of the target vehicle to a second speed; if the drive motor controller is in an unavailable state, generating a third speed limiting instruction; the third speed limiting instruction is used to limit the speed of the target vehicle to a third speed; wherein the first speed is greater than the second speed, and the second speed is greater than the third speed.

[0121] If any one of the suspension controller, the brake controller, the rear steering controller and the drive motor controller is in an unavailable state, in order to ensure the driving safety of the target vehicle after the tire burst, the speed of the target vehicle needs to be limited, and the first speed limiting instruction, the second speed limiting instruction and the third speed limiting instruction are speed limiting instructions for different speeds of the target vehicle. The first speed limiting instruction is used to limit the speed to a first speed, the second speed limiting instruction is used to limit the speed to a second speed, and the third speed limiting instruction is used to limit the speed to a third speed, and the first speed is greater than the second speed, and the second speed is greater than the third speed.

[0122] Specifically, if the suspension controller and / or the brake controller is in an unavailable state, the vehicle controller can initiate a first speed limiting instruction to the target vehicle to limit the speed to a first speed, for example, to 100 kph. If the rear steering controller is in an unavailable state, the vehicle controller can initiate a second speed limiting instruction to the target vehicle to limit the speed to a second speed, for example, to 80 kph. If the drive motor controller is in an unavailable state, the vehicle controller can initiate a third speed limiting instruction to the target vehicle to limit the speed to a third speed, for example, to 60 kph.

[0123] In the embodiment, if any actuator is in an unavailable state, the target vehicle can also be given a speed limiting instruction by generating a speed limiting instruction, and corresponding speed limiting instructions can be generated according to different unavailable actuators, so as to further ensure the driving safety of the target vehicle after a tire burst.

[0124] In one embodiment, as shown in FIG. 1, Figure 5 Step S101 can further include:

[0125] Step S501, obtaining a target vehicle pre-calibrated target mass center side slip angle.

[0126] The target mass center side slip angle refers to an ideal mass center side slip angle value or a reference range set in the vehicle dynamics control system, for ensuring the stability and safety of the vehicle during driving. The target mass center side slip angle can be obtained by calibration, for example, based on engineering experience method, the vehicle can be accelerated to drive around a circle in a constant circumferential acceleration condition, and the mass center side slip angle when the vehicle loses stability is recorded, which is the upper limit of the target mass center side slip angle, and 2 degrees less is the lower limit of the target mass center side slip angle.

[0127] Step S502, obtaining the actual vehicle speed and wheel angle of the target vehicle when the actual mass center side slip angle of the target vehicle does not exceed the upper limit of the target mass center side slip angle, and obtaining the target yaw rate according to the actual vehicle speed and wheel angle.

[0128] After obtaining the target mass center side slip angle, it can also be judged whether the actual mass center side slip angle of the target vehicle exceeds the upper limit of the target mass center side slip angle. If not, the actual vehicle speed and wheel angle of the target vehicle can be collected to calculate the target yaw rate.

[0129] For example, the target yaw rate can be calculated by the following formula, when the vehicle is stable, let , The target yaw rate can be obtained.

[0130]

[0131] In the formula, is the mass of the vehicle, is the moment of inertia, is the distance from the front axle of the chassis to the mass center of the vehicle, is the distance from the rear axle of the vehicle to the mass center of the vehicle, L is the wheelbase of the vehicle, is the longitudinal vehicle mass center speed, is the lateral vehicle mass center speed, is the vehicle mass center side slip angle, is the vehicle yaw rate, , front wheel steering angle and rear wheel steering angle, respectively. , is an equivalent cornering stiffness of the front and rear axles of the vehicle. is a yaw moment of the vehicle.

[0132] In step S503, in a case where the actual center of mass cornering angle of the target vehicle exceeds the upper limit of the target center of mass cornering angle, the actual lateral acceleration and the actual vehicle speed of the target vehicle are obtained, and the target yaw angular velocity is obtained according to the actual lateral acceleration and the actual vehicle speed.

[0133] If the actual center of mass cornering angle of the target vehicle exceeds the upper limit of the target center of mass cornering angle, the target yaw angular velocity can be corrected to be obtained according to the actual lateral acceleration and the actual vehicle speed of the target vehicle, for example, can be corrected to be based on the actual yaw angular velocity of the vehicle minus a certain calibration amount , that is, calculated by the following formula:

[0134]

[0135] wherein is the actual lateral acceleration, is the actual vehicle speed, and the calibration amount can also be obtained based on the actual lateral acceleration and increases with the increase of the lateral acceleration, which can be shown in Table 6.

[0136] Table 6: Calibration amount mapping table

[0137]

[0138] In this embodiment, the calculation method of the target yaw angular velocity can also be determined according to whether the actual center of mass cornering angle of the target vehicle exceeds the upper limit of the target center of mass cornering angle. If it exceeds the upper limit, the target yaw angular velocity can be obtained based on the actual lateral acceleration and the actual vehicle speed of the target vehicle. In this way, the accuracy of the target yaw angular velocity can be improved.

[0139] In one embodiment, before step S101, it can also include: confirming that the target vehicle is in a tire burst state when it is detected that the target vehicle meets each preset condition; wherein the preset condition includes at least one of the following conditions: receiving a tire burst flag bit sent by a tire pressure controller of the target vehicle and the descending rate of the tire pressure being greater than a preset rate; the actual vehicle speed of the target vehicle being in a preset vehicle speed interval range; the suspension height of any wheel of the target vehicle exceeding a target suspension height, the target suspension height being the sum of the average value of the suspension heights of the other wheels of the target vehicle and a preset height threshold; the wheel speed difference between the actual wheel speed and the estimated wheel speed of any wheel of the target vehicle being mutated, and the mutated wheel speed difference being stabilized at a fixed difference value.

[0140] In this embodiment, if the target vehicle currently meets each of the following preset conditions, it can be determined that the target vehicle is in a tire burst state, wherein the preset conditions can include: receiving a tire burst flag bit sent by a tire pressure controller of the target vehicle and a tire pressure drop rate greater than a preset rate, for example, receiving a tire burst flag bit sent by the tire pressure controller and a tire pressure drop rate greater than 30 kpa / 200 ms, the actual vehicle speed of the target vehicle being in a preset vehicle speed interval range, for example, identifying whether the vehicle speed is within the control range, such as 80-160 kph. It can also include: the suspension height of any wheel of the target vehicle exceeding the target suspension height, which is the sum of the average suspension height of the other wheels of the target vehicle and a preset height threshold, for example, the suspension height of one wheel minus the average of the other three wheels > 4 mm. It can also include: the wheel speed difference between the actual wheel speed and the estimated wheel speed of any wheel of the target vehicle suddenly changing, and the wheel speed difference after the sudden change being stable at a fixed difference value, that is, by comparing the actual wheel speed (obtained through a sensor) and the system estimated wheel speed, when a fixed difference value appears between the actual wheel speed and the estimated wheel speed and a steady-state error appears between the actual wheel speed and the estimated wheel speed, it is determined that the wheel is in a tire burst state. Through the above process, the tire burst state of the target vehicle can be identified.

[0141] In this embodiment, the target vehicle can also be identified as being in a tire burst state when it meets each of the preset conditions. Through this embodiment, when the tire burst flag bit and the tire pressure signal of the tire pressure controller are received, the information of the tire burst is checked in combination with the vehicle body posture, so that a tire burst state with a higher functional safety level is obtained, and therefore the accuracy of the tire burst state identification can be improved.

[0142] In one embodiment, a motion domain fusion control tire burst control method is also provided, and the system architecture of the tire burst control can be as shown in Figure 6 The connection relationship of each component can be as shown in Figure 7 It can be seen that the input of the controller has two types, one is the actuator that the controller needs to control, which is the related feedback signal of the electric power steering system EPS, the suspension, the motor, the rear steering, and the brake and opens the related control interface; the other is the sensor related signal, which is the signal of the tire pressure controller and the inertial measurement unit sensor, which is used to identify the tire burst and estimate the vehicle state parameters. The tire burst control algorithm mainly includes a driving assistance function, a driver demand torque, a tire burst state identification, a control target calculation, and a core control strategy for controlling the stability of the vehicle in a tire burst state. The specific process of the tire burst control algorithm is as follows:

[0143] 1. Driving assistance function: The main function of the driving assistance function is to estimate the vehicle state parameters and the opening degree of the accelerator pedal and the brake pedal. The vehicle state parameters include the mass center side slip angle, the adhesion coefficient, and the understeering and oversteering estimation.

[0144] (1) Mass center side slip angle estimation: ; is longitudinal vehicle speed, obtained based on wheel speed; is lateral vehicle speed, ; is derivative of lateral vehicle speed, is yaw rate;

[0145] (2) Adhesion coefficient estimation: , is longitudinal acceleration, is lateral acceleration, both obtained through inertial measurement unit sensor;

[0146] (3) Under-steer / over-steer estimation: based on front and rear axle side slip angle is obtained, is under-steer, is over-steer.

[0147] 2, Driver demand torque: in forward or reverse gear, based on driver's accelerator pedal, brake pedal opening and steering wheel angle, the driver's demand torque is analyzed.

[0148] 3, Tire burst state recognition: due to tire pressure sensor accuracy, cost life, etc., the functional safety level of tire pressure sensor signal is generally low, so when receiving the tire pressure controller's tire burst flag and tire pressure signal, the vehicle body posture needs to be combined to check the tire burst information to obtain a higher functional safety level of tire burst state.

[0149] (1) Receive the tire pressure controller's tire burst flag and the tire pressure's drop rate is greater than 30 kpa / 200 ms, at this time the tire burst state is in the middle confidence.

[0150] (2) Identify whether the vehicle speed is within the control range, such as 80~160 kph.

[0151] (3) Receive the height sensor data of the suspension, as the height of the suspension changes greatly (within 1 mm) when encountering potholes, bumps and other road surfaces during driving, in order to avoid misjudgment, first filter the data of the height sensor, then compare the suspension heights of the four wheels, if a tire burst occurs, it will cause the suspension height of the opposite diagonal wheel to rise, so if the suspension height of one wheel - the average of the other three wheels >4 mm (threshold value can be set to a higher value), it is judged that the suspension height of the opposite diagonal wheel has a tire burst.

[0152] (4) Wheel speed comparison: When a single wheel is punctured, the wheel speed of the punctured wheel will change by a fixed value. During vehicle driving, compare the actual wheel speed (obtained through a sensor) with the system estimated wheel speed. When a sudden change occurs between the actual wheel speed and the estimated wheel speed, and a steady-state error occurs between the actual wheel speed and the estimated wheel speed, it is determined that the wheel is punctured.

[0153]

[0154] The above formula is a wheel speed estimation formula, , , , are the left rear wheel speed, right rear wheel speed, left front wheel speed, and right front wheel speed, respectively, is the yaw rate, , , , are the left rear wheel angle, right rear wheel angle, left front wheel angle, and right front wheel angle, respectively, and are the rear axle track and front axle track, respectively, and are the rear axle to center of mass distance and front axle to center of mass distance.

[0155] In summary, when conditions (1) to (4) are met, it is considered that the tire is in high confidence, the tire control is entered, and the vehicle speed is limited.

[0156] 4. Control target calculation:

[0157] (1) Target yaw rate calculation: The control target of the vehicle is closely related to whether the vehicle is equipped with rear steering configuration, so the traditional two-degree-of-freedom model of the vehicle is obtained based on the fact that only the front wheels can be steered. When the rear wheels of the vehicle can also be steered, the two-degree-of-freedom model of the vehicle changes. The following is the two-degree-of-freedom model of the vehicle with rear steering. When there is no rear steering, let . Based on the following formula, when the vehicle is stable, let , the target yaw rate can be obtained.

[0158]

[0159] In the formula, is the mass of the vehicle, is the moment of inertia, is the distance from the front axle of the chassis to the center of mass of the vehicle, is the distance from the rear axle of the vehicle to the center of mass of the vehicle, L is the wheelbase of the vehicle, is the longitudinal speed of the center of mass of the vehicle, is the lateral speed of the center of mass of the vehicle, is the target vehicle yaw rate, is the target vehicle lateral acceleration, , are the front and rear wheel steering angles, respectively. , are the front and rear axle equivalent cornering stiffness of the vehicle. is the target vehicle yaw moment.

[0160] (2) Target vehicle side slip angle calculation: based on engineering experience method, let the vehicle accelerate around the circle in the constant circular acceleration condition, record the vehicle instability side slip angle, as the upper limit of the vehicle side slip angle, and decrease 2 degrees as the lower limit of the vehicle side slip angle.

[0161] (3) Target vehicle yaw rate correction: when the actual vehicle side slip angle exceeds the upper limit of the target vehicle side slip angle, the target vehicle yaw rate is corrected to be based on the actual vehicle yaw rate minus a certain calibration . The calibration increases with the increase of lateral acceleration.

[0162]

[0163] wherein is the actual lateral acceleration, is the actual vehicle speed, and the calibration may also be based on the actual lateral acceleration, and increases with the increase of lateral acceleration, which can be shown in Table 6.

[0164] (4) The vehicle is configured as a distributed drive or active rear steering configuration.

[0165] 5. Tire burst control strategy:

[0166] When a single wheel of the vehicle bursts, the vehicle will deviate as follows:

[0167] Straight front axle tire burst: because the additional yaw moment generated by the braking effect of tire burst and the roll effect of tire burst is in the same direction, it will definitely cause the vehicle to deviate to the tire burst side.

[0168] Straight rear axle tire burst: because the additional yaw moment generated by the braking effect of tire burst and the roll effect of tire burst is in the opposite direction, the direction of vehicle deviation is unknown, but the vehicle deviation is lower than that of the front axle.

[0169] Left turn front wheel tire burst: because the lateral force caused by tire burst roll effect decreases, it causes the vehicle to understeer, because the load transfer situation is inconsistent, the understeer of the outer wheel is higher than that of the inner wheel.

[0170] Left rear wheel tire burst: due to the lateral force reduction caused by the tire burst roll effect, the vehicle steering is over, and the load transfer is inconsistent, the outer wheel steering is over higher than the inner wheel;

[0171] Therefore, the main control of the vehicle after tire burst is to control the vehicle yaw, and the left and right motor differential torque, left and right wheel braking, active rear turning can change the vehicle yaw and increase the stability of the vehicle. When the vehicle has high configuration, i.e. driving motor + active suspension + rear turning + active braking, the control strategy and priority of the four actuators are clear to realize the best collaborative control. When the steering wheel turns at the same angle, the response time required by the corresponding yaw actuator from short to long is: driving motor < rear turning, braking, and suspension will not increase the yaw angular velocity of the vehicle based on the steering wheel angle. Considering that the front turning is strongly related to the driver's demand, it is not controlled in non-emergency situations. To reduce the control difficulty, since the control of braking and suspension mainly plays a positive role in dynamic process, the control can be involved in the tire burst control, but the control state remains unchanged. The specific control strategy is as follows:

[0172] (1) Active suspension: since the active suspension can lower the height of the opposite wheel of the tire burst wheel in the tire burst control, reducing the roll effect of the vehicle, the active suspension needs to lower the height of the tire burst wheel by a fixed value of 20mm when the tire burst enters the high confidence interval;

[0173] (2) Active braking: when it is identified that the tire burst control is entered, a certain braking force is applied to the opposite side of the tire burst wheel to offset the additional braking force generated by the tire burst wheel. The braking force is proportional to the tire rolling radius before tire burst, and is preliminarily defined as 30R. The deceleration of the vehicle is controlled within 0.5m / s2 to avoid strong deceleration of the vehicle in a short time.

[0174] (3) Control intervention boundary identification of active differential torque and rear turning: since the response speed of torque is the fastest, and the tire burst control needs to be controlled in a short time, the gain of rear turning on yaw is larger in the linear region of the tire, and the gain of differential torque on yaw is larger in the nonlinear region of the tire. Therefore, the control strategy of active differential torque and rear turning is determined by the allocation ratio. The allocation ratio calculated based on the parameters is added and averaged as shown in Tables 3, 4 and 5.

[0175] (4) Active differential torque: active differential torque intervention control is based on target yaw angular velocity for feedforward + feedback control.

[0176] ① Feedforward control :

[0177] First, locate the tire and identify the tire condition, for example, straight-line conditions left front tire blowout, according to the foregoing vehicle tire blowout deviation, when the left front tire blows out in straight-line conditions, the vehicle will deviate to the left, so the differential torque direction should be clockwise, based on the vehicle speed and steering wheel angle table to get the differential torque, the greater the vehicle speed and steering wheel angle, the greater the differential torque, and based on the correction coefficient (0~1), the smaller the correction coefficient, which can be shown in Table 1.

[0178] ② Feedback control :

[0179] According to whether the vehicle is with rear rotation, the control target of the vehicle is determined, the target yaw rate is obtained, and the proportional-integral-derivative control is performed based on the difference between the actual yaw rate and the target yaw rate.

[0180]

[0181] Wherein, , , It can be obtained according to the deviation of a one-dimensional table, respectively proportional control parameter, integral control parameter and differential control parameter, represents the difference between the actual yaw rate and the target yaw rate.

[0182] ③ Driver intervention correction :

[0183] When the driver's intervention on the steering wheel torque rate is too large, the differential torque opposite to the driver's steering wheel torque is obtained based on the driver's steering wheel torque and vehicle speed table , the greater the steering wheel torque and the greater the vehicle speed, , the greater the correction coefficient. The greater the steering wheel angle speed, the greater the correction coefficient, as shown in Table 2. To prevent the vehicle from swinging due to panic or improper operation of the driver.

[0184] The final request differential torque is .

[0185] (5) Active rear rotation: At this time, the speed control and feedback control of the rear rotation are combined to control the stability of the vehicle. The speed control is to obtain the rear wheel rotation angle based on the vehicle speed and steering wheel angle table, and the feedback control is based on the difference between the target yaw rate and the actual yaw rate.

[0186] (6) Based on the calculated distribution ratio, the motor request torque calculated by the active differential torque, and the rear wheel rotation angle request obtained by the active rear rotation, the execution value of the drive motor and the rear rotation motor is finally calculated.

[0187] (7) Vehicle speed limit: In the above control strategy, when the active suspension and active braking are not available, the speed limit of the vehicle is 100 kph, when the active differential torque is not available, the speed limit of the vehicle is 60 kph, and when the active rear steering is not available, the speed limit of the vehicle is 80 kph.

[0188] Through the present embodiment, for the working condition of vehicle instability in the vehicle tire burst process, a motion domain control tire burst control system architecture is proposed, and based on the characteristics of the front steering, rear steering, distributed drive motor, active suspension and other actuators of the vehicle, the coordination control strategy of several actuators in the tire burst process is determined, taking the active differential torque and the active rear steering as the main control basis, and the active braking and the active suspension as the auxiliary control strategy. The control distribution ratio of the active differential torque and the active rear steering is determined based on different vehicle parameters after the tire burst, and the speed of the vehicle is limited based on the available state of the four actuators. Moreover, the active differential torque control strategy proposed in the present embodiment carries out the torque output of feedforward + feedback + correction, which can quickly output the differential torque based on the feedforward tire burst recognition in the case of controlling the stability of the vehicle, and can identify the intervention of the driver. If the intervention of the driver is identified to affect the stability of the vehicle, the correction is carried out, so that the tire burst control can be safe and fast.

[0189] It should be understood that, although each step in the flowchart involved in each of the above embodiments is displayed in sequence according to the arrow, these steps are not necessarily executed in sequence according to the order of the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other orders. Moreover, at least part of the steps in the flowchart involved in each of the above embodiments can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but can be alternately or alternately executed with at least part of other steps or steps or stages in other steps. It can be understood that the steps in different embodiments can be freely combined as needed, and various non-contradictory schemes formed by the combination are within the scope of protection of the present application.

[0190] Based on the same inventive concept, the present embodiment also provides a vehicle tire burst control device for implementing the above-mentioned vehicle tire burst control method. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more vehicle tire burst control device embodiments provided below can refer to the limitations of the vehicle tire burst control method described above, which will not be repeated here.

[0191] In one embodiment, as Figure 8As shown, a vehicle tire burst control device is provided, comprising: a yaw rate acquisition module 801, a request data acquisition module 802, a target data acquisition module 803, and a control instruction generation module 804, wherein:

[0192] The yaw rate acquisition module 801 is configured to acquire a target yaw rate corresponding to the target vehicle.

[0193] The request data acquisition module 802 is configured to, in a case where the target vehicle is identified as being in a tire burst state, if both the drive motor controller and the rear turning controller of the target vehicle are in an available state, acquire a request differential torque and a request rear wheel turning angle according to the target yaw rate.

[0194] The target data acquisition module 803 is configured to acquire a differential torque proportion and a rear wheel turning angle proportion of the target vehicle, to obtain a target differential torque according to the differential torque proportion and the request differential torque, and to obtain a target rear wheel turning angle according to the rear wheel turning angle proportion and the request rear wheel turning angle.

[0195] The control instruction generation module 804 is configured to generate a vehicle tire burst control instruction based on the target differential torque and the target rear wheel turning angle. The vehicle tire burst control instruction is configured to instruct the drive motor controller to adjust torque output according to the target differential torque, and to instruct the rear turning controller to adjust the rear wheel turning angle of the target vehicle according to the target rear wheel turning angle, so as to control the tire burst of the target vehicle.

[0196] In an embodiment, the request data acquisition module 802 is further configured to acquire actual vehicle state data of the target vehicle, to obtain a feedforward control torque of the target vehicle according to the actual vehicle state data, and to obtain a feedback control torque of the target vehicle according to the actual vehicle state data and the target yaw rate, and to obtain the request differential torque according to the feedforward control torque and the feedback control torque.

[0197] In an embodiment, the actual vehicle state data includes an actual vehicle speed, an actual steering wheel turning angle, and a road adhesion coefficient of the target vehicle. The request data acquisition module 802 is further configured to acquire a pre-constructed mapping relationship table. The mapping relationship table stores a corresponding relationship between different feedforward torques and different vehicle speeds and steering wheel turning angles, and the feedforward torque is positively correlated with the vehicle speed and the steering wheel turning angle. The request data acquisition module 802 is further configured to acquire a feedforward torque corresponding to the actual vehicle speed and the actual steering wheel turning angle from the mapping relationship table as an initial feedforward control torque, to acquire a feedforward torque correction coefficient matched with the road adhesion coefficient, and to correct the initial feedforward control torque by using the feedforward torque correction coefficient to obtain the feedforward control torque of the target vehicle. The feedforward torque correction coefficient is positively correlated with the road adhesion coefficient.

[0198] In one embodiment, the actual vehicle state data comprises: an actual yaw rate of the target vehicle; the request data acquisition module 802 is further configured to acquire a yaw rate deviation between the actual yaw rate and the target yaw rate; and acquire a feedback control torque of the target vehicle according to the yaw rate deviation.

[0199] In one embodiment, the actual vehicle state data comprises: a driver steering wheel torque, an actual vehicle speed, and a steering wheel angular velocity; the request data acquisition module 802 is further configured to acquire a request differential torque according to the feedforward control torque and the feedback control torque when a torque change rate of the driver steering wheel torque is less than or equal to a preset change rate threshold; acquire an initial driver intervention correction torque according to the driver steering wheel torque and the actual vehicle speed when the torque change rate of the driver steering wheel torque is greater than the preset change rate threshold; the initial driver intervention correction torque is positively correlated with the driver steering wheel torque and the actual vehicle speed; acquire an intervention torque correction coefficient matched with the steering wheel angular velocity; the intervention torque correction coefficient is positively correlated with the steering wheel angular velocity; correct the initial driver intervention correction torque by using the intervention torque correction coefficient to obtain a corrected driver intervention correction torque, and acquire the request differential torque according to the feedforward control torque, the feedback control torque, and the corrected driver intervention correction torque.

[0200] In one embodiment, the request data acquisition module 802 is further configured to acquire an actual vehicle speed, an actual steering wheel angle, and an actual yaw rate of the target vehicle; acquire a feedforward rear wheel angle according to the actual vehicle speed and the actual steering wheel angle, and acquire a feedback rear wheel angle according to a yaw rate deviation between the actual yaw rate and a target yaw rate; and acquire a request rear wheel angle according to the feedforward rear wheel angle and the feedback rear wheel angle.

[0201] In one embodiment, the target data acquisition module 803 is further configured to acquire a tire burst wheel, a lateral acceleration, and an actual center of mass offset angle of the target vehicle; acquire a first differential torque proportion, a second differential torque proportion, and a third differential torque proportion according to the tire burst wheel, the lateral acceleration, and the actual center of mass offset angle, respectively, and acquire a first rear wheel angle proportion, a second rear wheel angle proportion, and a third rear wheel angle proportion; take an average value of the first differential torque proportion, the second differential torque proportion, and the third differential torque proportion as a differential torque proportion of the target vehicle, and take an average value of the first rear wheel angle proportion, the second rear wheel angle proportion, and the third rear wheel angle proportion as a rear wheel angle proportion of the target vehicle.

[0202] In an embodiment, the target data obtaining module 803 is further configured to obtain a first differential torque ratio and a first rear wheel steering angle ratio according to an axle on which the tire burst wheel is located; obtain a second differential torque ratio and a second rear wheel steering angle ratio matched with the lateral acceleration; the second differential torque ratio and the lateral acceleration are in a positive correlation relationship, and the second rear wheel steering angle ratio and the lateral acceleration are in a negative correlation relationship; obtain a third differential torque ratio and a third rear wheel steering angle ratio matched with the actual centroid offset angle; the third differential torque ratio and the actual centroid offset angle are in a positive correlation relationship, and the third rear wheel steering angle ratio and the actual centroid offset angle are in a negative correlation relationship.

[0203] In an embodiment, the control instruction generating module 804 is further configured to, if the suspension controller of the target vehicle is in an available state, the vehicle tire burst control instruction further comprises a suspension control instruction; the suspension control instruction is used to instruct the suspension controller to reduce the height of the tire burst wheel of the target vehicle according to a preset height; if the brake controller of the target vehicle is in an available state, the vehicle tire burst control instruction further comprises a brake control instruction; the brake control instruction is used to instruct the brake controller to apply a brake force to the opposite wheel coaxial with the tire burst wheel; the brake force is determined based on the tire radius before the tire burst.

[0204] In an embodiment, the control instruction generating module 804 is further configured to, if the suspension controller and / or the brake controller is in an unavailable state, generate a first speed limiting instruction; the first speed limiting instruction is used to limit the vehicle speed of the target vehicle to a first vehicle speed; if the rear steering controller is in an unavailable state, generate a second speed limiting instruction; the second speed limiting instruction is used to limit the vehicle speed of the target vehicle to a second vehicle speed; if the drive motor controller is in an unavailable state, generate a third speed limiting instruction; the third speed limiting instruction is used to limit the vehicle speed of the target vehicle to a third vehicle speed; wherein the first vehicle speed is greater than the second vehicle speed, and the second vehicle speed is greater than the third vehicle speed.

[0205] In an embodiment, the yaw rate obtaining module 801 is further configured to obtain a target centroid side slip angle of the target vehicle pre-labeled; in a case that the actual centroid side slip angle of the target vehicle does not exceed an upper limit of the target centroid side slip angle, obtain an actual vehicle speed and a wheel steering angle of the target vehicle; obtain a target yaw rate according to the actual vehicle speed and the wheel steering angle; in a case that the actual centroid side slip angle of the target vehicle exceeds the upper limit of the target centroid side slip angle, obtain an actual lateral acceleration and an actual vehicle speed of the target vehicle; obtain a target yaw rate according to the actual lateral acceleration and the actual vehicle speed.

[0206] In one embodiment, the yaw angular velocity acquisition module 801 is further configured to, in a case where it is detected that the target vehicle meets each preset condition, determine that the target vehicle is in a tire burst state; wherein the preset conditions include at least one of the following conditions: a tire burst flag bit sent by a tire pressure controller of the target vehicle is received and a tire pressure drop rate is greater than a preset rate; an actual vehicle speed of the target vehicle is within a preset vehicle speed range; a suspension height of any wheel of the target vehicle exceeds a target suspension height, the target suspension height being a sum of an average of suspension heights of other wheels of the target vehicle and a preset height threshold; a wheel speed difference between an actual wheel speed and an estimated wheel speed of any wheel of the target vehicle is suddenly changed, and the suddenly changed wheel speed difference is stabilized at a fixed difference value.

[0207] Each of the above vehicle tire burst control devices can be implemented wholly or partially by software, hardware, and combinations thereof. Each of the above modules can be embedded in or independent of a processor in the controller in hardware form, or can be stored in a memory in the controller in software form, so as to be called and executed by the processor to perform operations corresponding to each of the above modules.

[0208] In one embodiment, a controller is provided, which can be a vehicle controller, and an internal structure diagram of the controller can be as shown in Figure 9 The controller includes a processor, a memory, an input / output interface, and a communication interface. The processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the controller is configured to provide computing and control capabilities. The memory of the controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The input / output interface of the controller is configured to exchange information between the processor and external devices. The communication interface of the controller is configured to perform wired or wireless communication with an external terminal, and the wireless communication can be achieved through WIFI, mobile cellular network, near field communication (NFC), or other technologies. The computer program is executed by the processor to implement a vehicle tire burst control method.

[0209] Those skilled in the art can understand that Figure 9 the structure shown in the above

[0210] In one embodiment, a vehicle is also provided, and a structure of the vehicle can be as shown in Figure 10 may include aFigure 9 The vehicle controller, and the tire pressure sensor, the suspension controller, the drive controller, the rear steering controller and the brake controller in communication connection with the vehicle controller; the vehicle controller can include a memory and a processor, the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0211] In one embodiment, a computer readable storage medium is provided, and the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the steps in the above method embodiments.

[0212] In one embodiment, a computer program product is provided, and the computer program product includes a computer program, and the computer program is executed by a processor to implement the steps in the above method embodiments.

[0213] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant regulations.

[0214] The technical features of the above embodiments can be combined arbitrarily, and in order to make the description simple, not all possible combinations of the technical features in the above embodiments are described, however, as long as the combination of the technical features does not exist contradictory, it should be considered as the range recited in the present application.

[0215] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be noted that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A vehicle blowout control method characterized by, The method comprises: acquiring a target yaw rate of a target vehicle; if the target vehicle is identified as being in a tire burst state, and a drive motor controller and a rear turning controller of the target vehicle are both in an available state, then acquiring a requested differential torque and a requested rear wheel turning angle according to the target yaw rate; the requested differential torque is a requested value of a differential torque initiated to the drive motor controller, and the differential torque is a torque distribution difference between left and right drive wheels of the target vehicle; acquiring a differential torque proportion and a rear wheel turning angle proportion of the target vehicle, obtaining a target differential torque according to the differential torque proportion and the requested differential torque, and obtaining a target rear wheel turning angle according to the rear wheel turning angle proportion and the requested rear wheel turning angle; the method comprises: acquiring a tire burst wheel, lateral acceleration and actual center of mass offset angle of the target vehicle; acquiring a first differential torque proportion, a second differential torque proportion and a third differential torque proportion according to the tire burst wheel, the lateral acceleration and the actual center of mass offset angle, and acquiring a first rear wheel turning angle proportion, a second rear wheel turning angle proportion and a third rear wheel turning angle proportion; taking an average value of the first differential torque proportion, the second differential torque proportion and the third differential torque proportion as the differential torque proportion of the target vehicle, and taking an average value of the first rear wheel turning angle proportion, the second rear wheel turning angle proportion and the third rear wheel turning angle proportion as the rear wheel turning angle proportion of the target vehicle; generating a vehicle tire burst control instruction based on the target differential torque and the target rear wheel turning angle; the vehicle tire burst control instruction is used to instruct the drive motor controller to adjust torque output according to the target differential torque, and instruct the rear turning controller to adjust the rear wheel turning angle of the target vehicle according to the target rear wheel turning angle, so as to control the tire burst of the target vehicle.

2. The method of claim 1, wherein, The requested differential torque is obtained by the following steps: acquiring actual vehicle state data of the target vehicle; obtaining a feedforward control torque of the target vehicle according to the actual vehicle state data, and obtaining a feedback control torque of the target vehicle according to the actual vehicle state data and the target yaw rate; obtaining the requested differential torque according to the feedforward control torque and the feedback control torque.

3. The method of claim 2, wherein, The actual vehicle state data comprises: actual vehicle speed, actual steering wheel turning angle and road adhesion coefficient of the target vehicle; the feedforward control torque of the target vehicle is obtained according to the actual vehicle state data, which comprises: acquiring a pre-constructed mapping relationship; the mapping relationship is used to store a corresponding relationship between different feedforward torques and different vehicle speeds and steering wheel turning angles, and the feedforward torque and the vehicle speed and steering wheel turning angle are in a positive correlation relationship; acquiring a feedforward torque corresponding to the actual vehicle speed and the actual steering wheel turning angle from the mapping relationship as an initial feedforward control torque; acquiring a feedforward torque correction coefficient matched with the road adhesion coefficient; the feedforward torque correction coefficient and the road adhesion coefficient are in a positive correlation relationship; The initial feedforward control torque is corrected by using the feedforward torque correction coefficient to obtain the feedforward control torque of the target vehicle.

4. The method of claim 2, wherein, The actual vehicle state data includes an actual yaw rate of the target vehicle; and the feedback control torque of the target vehicle is obtained according to the actual vehicle state data and the target yaw rate, including: An angular velocity deviation between the actual yaw rate and the target yaw rate is obtained; The feedback control torque of the target vehicle is obtained according to the angular velocity deviation.

5. The method of claim 2, wherein, The actual vehicle state data includes a driver steering wheel torque, an actual vehicle speed and a steering wheel angular velocity; and the request differential torque is obtained according to the feedforward control torque and the feedback control torque, including: In a case that a torque change rate of the driver steering wheel torque is less than or equal to a preset change rate threshold, the request differential torque is obtained according to the feedforward control torque and the feedback control torque; In a case that the torque change rate of the driver steering wheel torque is greater than the preset change rate threshold, an initial driver intervention correction torque is obtained according to the driver steering wheel torque and the actual vehicle speed; the initial driver intervention correction torque is in a positive correlation with the driver steering wheel torque and the actual vehicle speed; An intervention torque correction coefficient matched with the steering wheel angular velocity is obtained; the intervention torque correction coefficient is in a positive correlation with the steering wheel angular velocity; The initial driver intervention correction torque is corrected by using the intervention torque correction coefficient to obtain a corrected driver intervention correction torque, and the request differential torque is obtained according to the feedforward control torque, the feedback control torque and the corrected driver intervention correction torque.

6. The method of claim 1, wherein, The request rear wheel angle is obtained by the following steps: An actual vehicle speed, an actual steering wheel angle and an actual yaw rate of the target vehicle are obtained; A feedforward rear wheel angle is obtained according to the actual vehicle speed and the actual steering wheel angle, and a feedback rear wheel angle is obtained according to an angular velocity deviation between the actual yaw rate and the target yaw rate; The request rear wheel angle is obtained according to the feedforward rear wheel angle and the feedback rear wheel angle.

7. The method of claim 1, wherein, The first differential torque proportion, the second differential torque proportion and the third differential torque proportion are respectively obtained according to the tire burst wheel, the lateral acceleration and the actual center of mass offset angle, and the first rear wheel angle proportion, the second rear wheel angle proportion and the third rear wheel angle proportion are obtained, including: The first differential torque proportion and the first rear wheel angle proportion are obtained according to an axle on which the tire burst wheel is located; The second differential torque proportion and the second rear wheel angle proportion matched with the lateral acceleration are obtained; the second differential torque proportion is in a positive correlation with the lateral acceleration, and the second rear wheel angle proportion is in a negative correlation with the lateral acceleration; The third differential torque ratio and the third rear wheel steering angle ratio are obtained, which are matched with the actual center of mass offset angle; the third differential torque ratio is positively correlated with the actual center of mass offset angle, and the third rear wheel steering angle ratio is negatively correlated with the actual center of mass offset angle.

8. The method according to any one of claims 1 to 7, characterized in that, In the case that the target vehicle is identified as being in the tire burst state, the method further comprises: If the suspension controller of the target vehicle is in an available state, the vehicle tire burst control instruction further comprises a suspension control instruction; the suspension control instruction is used to instruct the suspension controller to lower the height of the tire burst wheel of the target vehicle by a preset height; If the brake controller of the target vehicle is in an available state, the vehicle tire burst control instruction further comprises a brake control instruction; the brake control instruction is used to instruct the brake controller to apply a braking force to the opposite wheel coaxial with the tire burst wheel; the braking force is determined based on the tire radius of the tire burst wheel before the tire burst.

9. The method of claim 8, wherein, The method further comprises: If the suspension controller and / or the brake controller are in an unavailable state, a first speed limiting instruction is generated; the first speed limiting instruction is used to limit the speed of the target vehicle to a first speed; If the rear steering controller is in an unavailable state, a second speed limiting instruction is generated; the second speed limiting instruction is used to limit the speed of the target vehicle to a second speed; If the drive motor controller is in an unavailable state, a third speed limiting instruction is generated; the third speed limiting instruction is used to limit the speed of the target vehicle to a third speed; wherein the first speed is greater than the second speed, and the second speed is greater than the third speed.

10. The method of claim 1, wherein, The method further comprises: obtaining a target lateral acceleration of the target vehicle; in the case that the actual lateral acceleration of the target vehicle does not exceed the upper limit of the target lateral acceleration, obtaining an actual vehicle speed and a wheel steering angle of the target vehicle; and obtaining the target yaw rate according to the actual vehicle speed and the wheel steering angle; in the case that the actual lateral acceleration of the target vehicle exceeds the upper limit of the target lateral acceleration, obtaining an actual lateral acceleration and an actual vehicle speed of the target vehicle; and obtaining the target yaw rate according to the actual lateral acceleration and the actual vehicle speed.

11. The method of claim 1, wherein, The method further comprises: in the case that the target vehicle satisfies each preset condition, it is determined that the target vehicle is in a tire burst state; wherein the preset conditions include at least one of the following conditions: a tire burst flag bit is received from a tire pressure controller of the target vehicle, and a tire pressure drop rate is greater than a preset rate; the actual vehicle speed of the target vehicle is in a preset vehicle speed range; the suspension height of any wheel of the target vehicle exceeds a target suspension height, which is the sum of the average of the suspension heights of other wheels of the target vehicle and a preset height threshold; a wheel speed difference between an actual wheel speed and an estimated wheel speed of any wheel of the target vehicle is mutated, and the mutated wheel speed difference is stable at a fixed difference value.

12. A vehicle blowout control device characterized by comprising: The device comprises: a yaw angular velocity acquisition module for acquiring a target yaw angular velocity corresponding to a target vehicle; a request data acquisition module for, in the case where the target vehicle is identified as being in a tire burst state, if a drive motor controller and a rear turning controller of the target vehicle are both in an available state, acquiring a requested differential torque and a requested rear wheel turning angle according to the target yaw angular velocity; the requested differential torque is a requested value of a differential torque initiated to the drive motor controller, and the differential torque is a torque distribution difference between left and right drive wheels of the target vehicle; a target data acquisition module for acquiring a differential torque proportion and a rear wheel turning angle proportion of the target vehicle, obtaining a target differential torque according to the differential torque proportion and the requested differential torque, and obtaining a target rear wheel turning angle according to the rear wheel turning angle proportion and the requested rear wheel turning angle; further for acquiring a tire burst wheel, a lateral acceleration, and an actual center of mass offset angle of the target vehicle; acquiring a first differential torque proportion, a second differential torque proportion, and a third differential torque proportion according to the tire burst wheel, the lateral acceleration, and the actual center of mass offset angle, respectively, and acquiring a first rear wheel turning angle proportion, a second rear wheel turning angle proportion, and a third rear wheel turning angle proportion; taking an average of the first differential torque proportion, the second differential torque proportion, and the third differential torque proportion as the differential torque proportion of the target vehicle, and taking an average of the first rear wheel turning angle proportion, the second rear wheel turning angle proportion, and the third rear wheel turning angle proportion as the rear wheel turning angle proportion of the target vehicle; a control instruction generation module for generating a vehicle tire burst control instruction based on the target differential torque and the target rear wheel turning angle; the vehicle tire burst control instruction is used to instruct the drive motor controller to adjust torque output according to the target differential torque, and instruct the rear turning controller to adjust the rear wheel turning angle of the target vehicle according to the target rear wheel turning angle, so as to control the tire burst of the target vehicle.

13. A vehicle characterized by comprising: The vehicle comprises a vehicle controller, a tire pressure sensor, a suspension controller, a drive controller, a rear turning controller, and a brake controller which are in communication connection with the vehicle controller; the vehicle controller is used to implement the steps of the method in any one of claims 1 to 11.

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