Vehicle tire burst control method, device and vehicle

Abstract

The application relates to a vehicle tire burst control method, device and vehicle. The method comprises the following steps: acquiring a front wheel steering angle input by a target vehicle and a curvature radius of a current lane where the target vehicle is located; in the case that the target vehicle is identified as being in a tire burst state, obtaining a first yaw rate of the target vehicle according to the front wheel steering angle and a second yaw rate of the target vehicle according to the curvature radius; obtaining a target front steering control torque of the target vehicle according to the first yaw rate and the second yaw rate, and performing tire burst control on the target vehicle by using the target front steering control torque. The method can not only control based on the state of the vehicle and the operation of the driver as input, but also control in combination with the lane where the vehicle is located, so that the control effect of the tire burst control can be improved.

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 emerged. If a tire burst occurs during high-speed driving of a vehicle, the vehicle will lose stability and may even cause a large-scale traffic accident. Therefore, when a tire burst occurs, the vehicle needs to be controlled to ensure stable driving and safe parking on the roadside.

[0003] In traditional technology, the control of vehicle tire burst is usually based on the state of the vehicle and the operation of the driver as input. However, this tire burst control method has poor control effect. SUMMARY

[0004] Therefore, it is necessary to provide a vehicle tire burst control method and device that can improve the control effect of tire burst.

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

[0006] obtaining a front wheel steering angle input by a target vehicle, and a curvature radius of a current lane where the target vehicle is located;

[0007] in a case where the target vehicle is identified as being in a tire burst state, obtaining a first yaw rate of the target vehicle according to the front wheel steering angle, and obtaining a second yaw rate of the target vehicle according to the curvature radius;

[0008] obtaining a target front steering control torque of the target vehicle according to the first yaw rate and the second yaw rate, and controlling the tire burst of the target vehicle by using the target front steering control torque.

[0009] In one embodiment, the obtaining of the target front steering control torque of the target vehicle according to the first yaw rate and the second yaw rate comprises:

[0010] if the target vehicle is not identified as being in a driver's steering error state, obtaining a first weight corresponding to the first yaw rate and a second weight corresponding to the second yaw rate according to vehicle driving state information; performing weighted processing on the first yaw rate and the second yaw rate by using the first weight and the second weight to obtain a target yaw rate; and obtaining the target front steering control torque based on the target yaw rate.

[0011] In one of the embodiments, the vehicle driving state information comprises a steering wheel angle rate of the target vehicle, a curvature change rate and a lane category of the current lane, and a real-time front turning control torque of the target vehicle; the first weight corresponding to the first yaw rate is obtained according to the vehicle driving state information, comprising: obtaining a first sub-weight based on the steering wheel angle rate, obtaining a second sub-weight based on the curvature change rate and the lane category, and obtaining a third sub-weight based on the real-time front turning control torque; and the average value of the first sub-weight, the second sub-weight and the third sub-weight is taken as the first weight.

[0012] In one of the embodiments, the first sub-weight is obtained based on the steering wheel angle rate, comprising: obtaining a first weight value matched with the steering wheel angle rate from a pre-constructed first mapping relationship as the first sub-weight; the first mapping relationship stores a corresponding relationship between different first weight values and different steering wheel angle rates, and the first weight values and the steering wheel angle rates in the first mapping relationship are in a negative correlation relationship.

[0013] In one of the embodiments, the third sub-weight is obtained based on the real-time front turning control torque, comprising: obtaining a first weight value matched with the absolute value of the real-time front turning control torque from a pre-constructed second mapping relationship as the third sub-weight; the second mapping relationship stores a corresponding relationship between different first weight values and different absolute values of real-time front turning control torques, and the first weight values and the absolute values of real-time front turning control torques in the second mapping relationship are in a negative correlation relationship.

[0014] In one of the embodiments, the second sub-weight is obtained based on the curvature change rate and the lane category, comprising: in the case that the lane category is a first category, obtaining a first weight value matched with the curvature change rate from a pre-constructed third mapping relationship as the second sub-weight; the third mapping relationship stores a corresponding relationship between different first weight values and different curvature change rates, and the first weight values and the curvature change rates in the third mapping relationship are in a negative correlation relationship.

[0015] In one of the embodiments, the second sub-weight is obtained based on the curvature change rate and the lane category, comprising: in the case that the lane category is a second category, obtaining a first weight value matched with the curvature change rate and a vehicle speed of the target vehicle from a pre-constructed fourth mapping relationship as the second sub-weight; the fourth mapping relationship stores a corresponding relationship between different first weight values and different curvature change rates under multiple vehicle speeds, and the first weight values and the curvature change rates under the same vehicle speed in the fourth mapping relationship are in a negative correlation relationship.

[0016] In one of the embodiments, after the second yaw rate of the target vehicle is obtained according to the radius of curvature, if the target vehicle is identified as a driver's steering wheel being wrongly turned state, the second yaw rate is taken as the target yaw rate.

[0017] In one of the embodiments, the target front turning control torque is obtained based on the target yaw rate, including: obtaining a distance between a side body of the target vehicle and a lane line of an associated lane of the target vehicle, and obtaining a feedforward control torque of the target vehicle according to the distance; obtaining an actual yaw rate of the target vehicle, and obtaining a feedback control torque of the target vehicle according to a difference between the actual yaw rate and the target yaw rate; and obtaining the target front turning control torque according to the feedforward control torque and the feedback control torque.

[0018] In one of the embodiments, the associated lane includes the current lane, a left lane of the current lane and a right lane of the current lane; the distance between the side body and the lane line of the associated lane includes a first distance between a left side body of the target vehicle and a left lane line of the current lane, a second distance between the left side body and a left lane line of the left lane, a third distance between a right side body of the target vehicle and a right lane line of the current lane, and a fourth distance between the right side body and a right lane line of the right lane; and the feedforward control torque of the target vehicle is obtained according to the distance, including: obtaining a first feedforward control torque according to the first distance and the second distance; obtaining a second feedforward control torque according to the third distance and the fourth distance; and taking an average of the first feedforward control torque and the second feedforward control torque as the feedforward control torque of the target vehicle.

[0019] In one of the embodiments, the first feedforward control torque is obtained according to the first distance and the second distance, including: obtaining a first sub feedforward control torque matched with the first distance and a second sub feedforward control torque matched with the second distance from a fifth mapping relationship constructed in advance, and obtaining the first feedforward control torque according to the first sub feedforward control torque and the second sub feedforward control torque; the fifth mapping relationship stores a corresponding relationship between different feedforward control torques and different first distances, and stores a corresponding relationship between different feedforward control torques and different second distances, and the feedforward control torque is positively correlated with the first distance and the second distance.

[0020] In one of the embodiments, the second feed-forward control torque is obtained according to the third distance and the fourth distance, including: obtaining a third sub-feed-forward control torque matched with the third distance and a fourth sub-feed-forward control torque matched with the fourth distance from a pre-constructed sixth mapping relationship, and obtaining the second feed-forward control torque according to the third sub-feed-forward control torque and the fourth sub-feed-forward control torque; the sixth mapping relationship stores a corresponding relationship between different feed-forward control torques and different third distances, and stores a corresponding relationship between different feed-forward control torques and different fourth distances, and the feed-forward control torque is negatively correlated with the third distance and the fourth distance.

[0021] In one of the embodiments, the tire burst control of the target vehicle is performed by using the target front turning control torque, including: obtaining a driver demand torque of the target vehicle, and a driver demand torque distribution strategy matched with the tire burst situation of the target vehicle; controlling a steering wheel of the target vehicle to output torque according to the target front turning control torque, and controlling a motor of the target vehicle to output after distributing the driver demand torque according to the driver demand torque distribution strategy, so as to perform the tire burst control of the target vehicle.

[0022] In one of the embodiments, the first yaw rate of the target vehicle is obtained according to the front wheel turning angle, and the second yaw rate of the target vehicle is obtained according to the curvature radius, including: obtaining a center of mass longitudinal vehicle speed of the target vehicle, a vehicle wheelbase of the target vehicle, and an understeering coefficient of the target vehicle; obtaining the first yaw rate by using the center of mass longitudinal vehicle speed, the vehicle wheelbase, the understeering coefficient, and the front wheel turning angle; and obtaining the second yaw rate by using the center of mass longitudinal vehicle speed, the understeering coefficient, and the curvature radius.

[0023] In a second aspect, the application further provides a vehicle tire burst control device, including:

[0024] a vehicle information obtaining module, configured to obtain a front wheel turning angle input by a target vehicle, and a curvature radius of a current lane where the target vehicle is located;

[0025] a yaw rate obtaining module, configured to obtain a first yaw rate of the target vehicle according to the front wheel turning angle, and obtain a second yaw rate of the target vehicle according to the curvature radius, in a case that the target vehicle is identified as being in a tire burst state;

[0026] a vehicle tire burst control module, configured to obtain a target front turning control torque of the target vehicle according to the first yaw rate and the second yaw rate, and perform tire burst control of the target vehicle by using the target front turning control torque.

[0027] In a third aspect, the present application also provides a vehicle, comprising a vehicle controller, and a steering angle sensor, an intelligent driving system, a front turning controller and a driving controller connected with the vehicle controller; wherein the vehicle controller is configured to implement the steps of the method according to any one of the embodiments of the first aspect.

[0028] In a fourth aspect, the present application also provides a computer readable storage medium, having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the method according to any one of the embodiments of the first aspect.

[0029] In a fifth aspect, the present application also provides a computer program product, comprising a computer program, wherein the computer program, when executed by a processor, implements the steps of the method according to any one of the embodiments of the first aspect.

[0030] The vehicle tire burst control method, device and vehicle described above, by obtaining the front wheel steering angle input by the target vehicle and the radius of curvature of the current lane where the target vehicle is located; in the case that the target vehicle is identified as being in a tire burst state, obtaining the first yaw rate of the target vehicle according to the front wheel steering angle, and obtaining the second yaw rate of the target vehicle according to the radius of curvature; obtaining the target front turning control torque of the target vehicle according to the first yaw rate and the second yaw rate, and using the target front turning control torque to control the tire burst of the target vehicle. The present application can obtain the front wheel steering angle input by the driver and the radius of curvature of the current lane where the target vehicle is located, so as to calculate the first yaw rate according to the input front wheel steering angle and the second yaw rate according to the radius of curvature when the vehicle is in a tire burst state, so as to obtain the target front turning control torque by using the first yaw rate and the second yaw rate to control the tire burst. In this way, the vehicle can be controlled by combining the input front wheel steering angle and the radius of curvature of the lane where the vehicle is located, so that the control is not only based on the state of the vehicle and the operation of the driver as input, but also combined with the lane where the vehicle is located. Therefore, the control effect of the tire burst control can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application or the related art. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other related drawings can also be obtained without creative labor.

[0032] Figure 1 A flowchart of the vehicle tire burst control method in an embodiment;

[0033] Figure 2A flowchart of a process for obtaining a target yaw rate in an embodiment;

[0034] Figure 3 A flowchart of a process for obtaining a target front turning control torque in an embodiment;

[0035] Figure 4 A flowchart of a process for obtaining a yaw rate of a vehicle in another embodiment;

[0036] Figure 5 A schematic diagram of a connection relationship of system components for tire burst control in an embodiment;

[0037] Figure 6 A structural block diagram of a vehicle tire burst control device in an embodiment;

[0038] Figure 7 An internal structural diagram of a vehicle controller in an embodiment;

[0039] Figure 8 A structural schematic diagram of a vehicle in an embodiment. DETAILED DESCRIPTION

[0040] 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.

[0041] 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" and any variations thereof used in the present application are intended to cover non-exclusive inclusion. The term "a plurality of" used in the present application means two or more. The term "and / or" used in the present application means one of the options or any combination of a plurality of options.

[0042] In an embodiment, as shown in Figure 1 A vehicle tire burst control method is provided, and the present embodiment is exemplified by the method applied to a vehicle controller of a vehicle. In the present embodiment, the method includes the following steps:

[0043] In step S101, a front wheel turning angle of a target vehicle is obtained, and a curvature radius of a current lane where the target vehicle is located is obtained.

[0044] The target vehicle refers to a vehicle that needs to be controlled in the tire burst state, and the front wheel steering angle of the target vehicle input can be the front wheel steering angle of the vehicle input by the driver of the target vehicle through the steering wheel, or the front wheel steering angle input by the auxiliary driving system, and the current lane refers to the lane where the target vehicle is located.

[0045] Specifically, the vehicle controller of the target vehicle can collect the front wheel steering angle of the target vehicle input and the radius of curvature of the current lane where the target vehicle is located in real time during the driving of the vehicle.

[0046] Step S102, in the case that the target vehicle is identified to be in the tire burst state, the first yaw rate of the target vehicle is obtained according to the front wheel steering angle, and the second yaw rate of the target vehicle is obtained according to the radius of curvature.

[0047] The first yaw rate refers to the vehicle yaw rate calculated based on the front wheel steering angle input by the driver, that is, the vehicle yaw rate obtained based on the input information of the driver, and the second yaw rate refers to the vehicle yaw rate calculated based on the radius of curvature of the current lane where the vehicle is located, that is, the vehicle yaw rate obtained based on the lane information where the vehicle is located.

[0048] Specifically, if the target vehicle is identified to be in the tire burst state, the vehicle controller can calculate the yaw rate of the target vehicle based on the front wheel steering angle and the radius of curvature respectively, as the first yaw rate and the second yaw rate respectively.

[0049] Step S103, the target front steering control torque of the target vehicle is obtained according to the first yaw rate and the second yaw rate, and the tire burst control of the target vehicle is performed by using the target front steering control torque.

[0050] The target front steering control torque refers to the control torque finally used to control the steering output of the steering wheel of the target vehicle. The control torque can be obtained in combination with the first yaw rate and the second yaw rate. Specifically, the vehicle controller can calculate the corresponding front steering control torque according to the first yaw rate and the second yaw rate, so as to obtain the target front steering control torque. Then, the tire burst control instruction of the target vehicle can be generated by using the target front steering control torque, so as to control the torque output of the target vehicle through the tire burst control instruction, so as to realize the tire burst control of the target vehicle.

[0051] In the vehicle tire burst control method, a front wheel steering angle input by a target vehicle is obtained, and a curvature radius of a current lane where the target vehicle is located is obtained; in a case where the target vehicle is identified as being in a tire burst state, a first yaw rate of the target vehicle is obtained according to the front wheel steering angle, and a second yaw rate of the target vehicle is obtained according to the curvature radius; a target front steering control torque of the target vehicle is obtained according to the first yaw rate and the second yaw rate, and the target vehicle is controlled in the tire burst state by using the target front steering control torque. The front wheel steering angle input by the driver and the curvature radius of the current lane where the target vehicle is located are obtained, so that the first yaw rate is calculated according to the input front wheel steering angle, and the second yaw rate is calculated according to the curvature radius, so that the target front steering control torque is obtained by using the first yaw rate and the second yaw rate to control the tire burst, and the vehicle control is performed by combining the input front wheel steering angle and the curvature radius of the lane where the target vehicle is located, so that the control is not only based on the state of the vehicle and the operation of the driver as input, but also combined with the lane where the vehicle is located, and the control effect of the tire burst control is improved.

[0052] In one embodiment, as shown in FIG. 1 1, Figure 2 Step S103 can further include:

[0053] Step S201, if the target vehicle is not identified as being in a driver steering wheel misoperation state, a first weight corresponding to a first yaw rate and a second weight corresponding to a second yaw rate are obtained according to vehicle driving state information.

[0054] The first weight refers to a weighting weight corresponding to the first yaw rate, and the second weight refers to a weighting weight corresponding to the second yaw rate, and the sum of the first weight and the second weight can be 1. In this embodiment, if the target vehicle is not identified as being in a driver steering wheel misoperation state, for example, the state that the steering wheel is not identified as being deflected to the side of the tire burst wheel after the tire burst, the target yaw rate can be obtained by weighting the first yaw rate and the second yaw rate, so that the vehicle controller can first obtain the first weight and the second weight corresponding to the first yaw rate and the second yaw rate according to the vehicle driving state information.

[0055] Step S202, the first yaw rate and the second yaw rate are weighted to obtain a target yaw rate by using the first weight and the second weight.

[0056] Step S203, a target front steering control torque is obtained based on the target yaw rate.

[0057] The target yaw rate refers to a vehicle yaw rate input for generating a tire burst control instruction of a target vehicle, and after the first weight and the second weight are obtained, the vehicle control unit can use the first weight and the second weight to weight the first yaw rate and the second yaw rate, so as to obtain a final target yaw rate, and further calculate a corresponding front turning control torque according to the target yaw rate, so as to obtain a target front turning control torque.

[0058] In the embodiment, if the target vehicle is not identified as a driver's steering wheel wrong state, the first weight and the second weight corresponding to the weight values of the first yaw rate and the second yaw rate can be obtained according to the vehicle driving state information, and the target yaw rate is obtained by using the weight values for weighting processing, so as to improve the accuracy of obtaining the target yaw rate.

[0059] Further, the vehicle driving state information includes a steering wheel angle rate of the target vehicle, a curvature change rate and a lane category of the current lane, and a real-time front turning control torque of the target vehicle; step S201 can further include: obtaining a first sub-weight based on the steering wheel angle rate, obtaining a second sub-weight based on the curvature change rate and the lane category, and obtaining a third sub-weight based on the real-time front turning control torque; and taking an average value of the first sub-weight, the second sub-weight and the third sub-weight as the first weight.

[0060] The steering wheel angle rate can refer to the change rate of the steering wheel angle, which can represent the change speed of the steering wheel angle, the curvature change rate refers to the change amount of the lane line curvature of the current lane within a unit length along the driving direction, which is used to quantify the dynamic change characteristic of the lane curvature, the lane category is used to represent the type of the current lane, such as a highway lane or a general highway lane, and the real-time front turning control torque refers to the actual front turning control torque at the current time.

[0061] In the embodiment, the first weight can be obtained by three parts of weight values, which are the first sub-weight, the second sub-weight and the third sub-weight, wherein the first sub-weight is a first weight value determined based on the steering wheel angle rate, the second sub-weight is a first weight value determined based on the curvature change rate and the lane category of the current lane, and the third sub-weight is a first weight value determined based on the real-time front turning control torque.

[0062] Specifically, the vehicle controller can obtain multiple first weight values based on different vehicle driving state information, for example, a first weight value obtained based on the steering wheel angular rate is a first sub-weight, a first weight value determined based on the curvature change rate of the current lane and the lane category is a second sub-weight, and a first weight value determined based on the real-time front turning control torque is a third sub-weight. After obtaining the above three sub-weights, the average of the first sub-weight, the second sub-weight, and the third sub-weight can be taken as the final first weight.

[0063] In addition, one of the first sub-weight, the second sub-weight, and the third sub-weight can also be taken as the final first weight, and the average of any two of the first sub-weight, the second sub-weight, and the third sub-weight can also be taken as the final first weight.

[0064] Similarly, the processing of the second weight is similar to that of the first weight. After obtaining three sub-weights of the second weight, the average of the three sub-weights can be taken as the second weight, or one of the three sub-weights can be taken as the second weight, and the average of any two of the three sub-weights can also be taken as the final second weight.

[0065] In the embodiment, multiple sub-weights can also be obtained through different dimension data of the vehicle driving state information, and the average of the sub-weights can be taken as the first weight. In this way, the accuracy of the first weight calculation can be improved.

[0066] Further, the first sub-weight can be obtained based on the steering wheel angular rate, which can include: obtaining a first weight value matched with the steering wheel angular rate from a pre-constructed first mapping relationship as the first sub-weight; the first mapping relationship stores a corresponding relationship between different first weight values and different steering wheel angular rates, and the first weight values and the steering wheel angular rates in the first mapping relationship are in a negative correlation relationship.

[0067] The first mapping relationship can refer to a mapping relationship table storing the corresponding relationship between the first weight values and the different steering wheel angular rates, and in the mapping relationship table, as the steering wheel angular rate increases, the corresponding first weight value decreases accordingly, and the second weight value increases accordingly. Specifically, the vehicle controller can determine the corresponding first weight value from the first mapping relationship pre-storing the corresponding relationship between different first weight values and steering wheel angular rates based on the current steering wheel angular rate, and take it as the first sub-weight.

[0068] For example, the first mapping relationship can be as shown in Table 1:

[0069] Table 1: First mapping relationship table

[0070]

[0071] wherein, represents the first weight value, represents the second weight value, and the first weight value decreases and the second weight value increases as the steering wheel steering rate increases.

[0072] In this embodiment, the first sub-weight can also be obtained through the first mapping relationship, and in this way, the accuracy of obtaining the first sub-weight can be improved.

[0073] And based on the real-time front turning control torque, the third sub-weight can be obtained by: obtaining, from a second mapping relationship pre-constructed, a first weight value matched with the real-time front turning control torque as the third sub-weight; the second mapping relationship stores a corresponding relationship between different first weight values and absolute values of different real-time front turning control torques, and the first weight value and the real-time front turning control torque are in a negative correlation relationship in the second mapping relationship.

[0074] The second mapping relationship can refer to a mapping relationship table storing a corresponding relationship between the first weight value and the absolute value of the different real-time front turning control torque. Since the greater the torque for controlling the front turning, the greater the influence on the steering wheel angle (front wheel angle), at this time, the output based on the control target affects the input of the control target, therefore, the control target needs to be decoupled, and the weight parameter of the control target needs to be adjusted based on the output of the front turning torque. And in this mapping relationship table, as the absolute value of the real-time front turning control torque increases, the corresponding first weight value will decrease accordingly, and the second weight value will increase accordingly. Specifically, the vehicle controller can determine the corresponding first weight value based on the current front turning control torque, i.e., based on the absolute value of the real-time front turning control torque, from the second mapping relationship pre-stored with the corresponding relationship between the different first weight values and the absolute value of the real-time front turning control torque, and take it as the third sub-weight.

[0075] For example, the second mapping relationship can be as shown in Table 2:

[0076] Table 2: Second mapping relationship table

[0077]

[0078] wherein, represents the first weight value, represents the second weight value, and the first weight value decreases and the second weight value increases as the steering wheel steering rate increases.

[0079] In this embodiment, the first sub-weight can also be obtained through the first mapping relationship, and in this way, the accuracy of obtaining the first sub-weight can be improved.

[0080] In one embodiment, the second sub-weight is obtained based on the rate of change of curvature and the lane category, including: in a case where the lane category is a first category, a first weight value matched with the rate of change of curvature is obtained from a third mapping relationship pre-constructed as the second sub-weight; the third mapping relationship stores a corresponding relationship between different first weight values and different rates of change of curvature, and the third mapping relationship has a negative correlation relationship between the first weight value and the rate of change of curvature.

[0081] When a tire burst occurs, if the rate of change of curvature of the road is too large, the driver cannot timely follow the road curvature to turn the steering wheel, and a steering deficiency may exist, so it is necessary to adjust the weight parameter based on the rate of change of curvature of the road. The first category can represent a city ordinary road category, and the identification of this road category can be determined by the driving speed of the vehicle. Generally, if the driving speed of the vehicle is continuously below 60 km / h, the vehicle controller can identify the lane where the target vehicle is currently located as the first category, and then the second sub-weight can be obtained through the third mapping relationship.

[0082] In addition, the third mapping relationship can store a mapping relationship table of the corresponding relationship between the first weight value and the different lane curvature rates of change, and in the mapping relationship table, as the lane curvature rate of change increases, the corresponding first weight value decreases, and the second weight value increases accordingly.

[0083] For example, the third mapping relationship can be as shown in Table 3:

[0084] Table 3: Third mapping relationship table

[0085]

[0086] wherein, the first weight value is represented by, the second weight value is represented by, as the road curvature rate of change continuously increases, the first weight value continuously decreases, and the corresponding second weight value continuously increases.

[0087] In this embodiment, the mapping relationship used to obtain the second sub-weight can also be determined based on the road category. If the current road is the first category, the second sub-weight is obtained through the third mapping relationship. Through this embodiment, the accuracy of obtaining the second sub-weight can be improved.

[0088] In addition, in a case where the lane category is a second category, a first weight value matched with the rate of change of curvature and the speed of the target vehicle is obtained from a fourth mapping relationship pre-constructed as the second sub-weight; the fourth mapping relationship stores a corresponding relationship between different first weight values and different rates of change of curvature under multiple speeds, and the fourth mapping relationship has a negative correlation relationship between the first weight value and the rate of change of curvature under the same speed.

[0089] The second category can represent a highway category. The road curvature radius of the highway is related to the vehicle speed. Therefore, the values of the first weight value and the second weight are related to the vehicle speed and the curvature change rate. The identification of the road category can also be determined by the driving speed of the vehicle. For example, if the vehicle speed is stable at 80 km / h, 100 km / h, or 120 km / h, the vehicle controller can identify the current lane of the target vehicle as the second category. Then, the second sub-weight can be obtained through the fourth mapping relationship.

[0090] In addition, the fourth mapping relationship can store a mapping relationship table of the corresponding relationship between the first weight value and the different lane curvature change rates at multiple vehicle speeds. In the mapping relationship table, the corresponding first weight value decreases with the increase of the lane curvature change rate at the same vehicle speed.

[0091] For example, the fourth mapping relationship can be as shown in Table 4:

[0092] Table 4: Fourth mapping relationship table

[0093]

[0094] wherein, represents the first weight value. The first weight value decreases with the continuous increase of the road curvature change rate at the same vehicle speed. Since the second weight value may be equal to Therefore, the corresponding second weight value continuously increases.

[0095] In this embodiment, if the current road is the second category, the second sub-weight is obtained through the fourth mapping relationship. The accuracy of obtaining the second sub-weight can be improved through this embodiment.

[0096] In addition, after step S102, it can further include: if the target vehicle is identified as the driver's steering wheel being wrong, the second yaw rate is taken as the target yaw rate.

[0097] If the target vehicle is identified as the driver's steering wheel being wrong, for example, after the vehicle tire burst, the steering wheel is identified as being deflected to the side of the burst tire. At this time, in order to consider safety, the front wheel steering angle based on the driver's input is cancelled to calculate the target yaw rate, that is, only the second yaw rate calculated based on the curvature radius of the current lane is taken as the target yaw rate. In specific implementation, the first weight corresponding to the first yaw rate can be set to 0, and the second weight corresponding to the second yaw rate can be set to 1, so that the second yaw rate is directly taken as the target yaw rate.

[0098] In this embodiment, if the target vehicle is identified as the driver's steering wheel being wrong, the second yaw rate can be directly taken as the target yaw rate, thereby avoiding safety problems caused by the driver's misoperation, and further improving the safety of the tire burst control.

[0099] In one embodiment, as shown in FIG. 3, Figure 3 Step S203 can further include:

[0100] Step S301, obtaining the distance between the side body of the target vehicle and the lane line of the associated lane of the target vehicle, and obtaining the feedforward control torque of the target vehicle according to the distance.

[0101] The side body refers to the left side body or the right side body of the target vehicle, and the associated lane can refer to the current lane where the target vehicle is currently located and other lanes adjacent to the current lane. In this embodiment, the feedforward control torque of the target vehicle can be obtained according to the distance between the side body of the target vehicle and the lane line of the associated lane. After the vehicle controller obtains the distance between the side body of the target vehicle and the lane line of the associated lane, the distance can be used to determine the feedforward control torque of the target vehicle.

[0102] Step S302, obtaining the actual yaw rate of the target vehicle, and obtaining the feedback control torque of the target vehicle according to the difference between the actual yaw rate and the target yaw rate.

[0103] The actual yaw rate refers to the real-time yaw rate of the target vehicle during driving. Specifically, the vehicle controller can also obtain the actual yaw rate of the target vehicle from the vehicle driving state information, and then calculate the feedback control torque of the target vehicle according to the difference between the actual yaw rate and the target yaw rate.

[0104] For example, PID control (proportional-integral-derivative control) can be performed based on the difference between the actual yaw rate and the target yaw rate. First, the difference is used to query a table to obtain the control parameters of the proportional-integral-derivative control, which are the proportional control parameter, the integral control parameter, and the differential control parameter, respectively. Then, the incremental feedback control torque can be calculated using the discrete proportional-integral-derivative formula, and the specific calculation formula is as follows:

[0105]

[0106] wherein, represents the feedback control torque, represents the yaw rate deviation, , , respectively, which can be obtained according to the deviation.

[0107] In step S303, the target front turning control torque is obtained according to the feedforward control torque and the feedback control torque.

[0108] After the feedforward control torque of the target vehicle is obtained in step S301 and the feedback control torque is obtained in step S302, the target front turning control torque can be calculated according to the feedforward control torque and the feedback control torque, for example, the feedforward control torque and the feedback control torque can be superimposed to obtain the target front turning control torque.

[0109] In the embodiment, the feedforward control torque can be obtained according to the distance between the side body and the lane line of the associated lane, and the feedback control torque can be obtained based on the difference between the actual yaw rate and the target yaw rate, so as to obtain the target front turning control torque by combining the feedforward control torque and the feedback control torque, thereby improving the accuracy of the calculation of the target front turning control torque.

[0110] Further, the associated lane includes a current lane, a left lane of the current lane and a right lane of the current lane; the distance between the side body and the lane line of the associated lane includes a first distance between the left side body of the target vehicle and the left lane line of the current lane, a second distance between the left side body and the left lane line of the left lane, a third distance between the right side body of the target vehicle and the right lane line of the current lane, and a fourth distance between the right side body and the right lane line of the right lane; step S301 can further include: obtaining a first feedforward control torque according to the first distance and the second distance; obtaining a second feedforward control torque according to the third distance and the fourth distance; and taking the average of the first feedforward control torque and the second feedforward control torque as the feedforward control torque of the target vehicle.

[0111] The associated lane can include the current lane where the target vehicle is located, a left lane of the current lane and a right lane of the current lane, wherein the left lane refers to the lane adjacent to the left side of the current lane, and the right lane refers to the lane adjacent to the right side of the current lane. Taking the current lane as the second lane as an example, the left lane of the current lane can refer to the first lane, and the right lane of the current lane can refer to the third lane.

[0112] The distance between the side body and the lane line of the associated lane can be composed of a first distance, a second distance, a third distance and a fourth distance, wherein the first distance refers to the distance between the left side body of the target vehicle and the left lane line of the current lane, the second distance refers to the distance between the left side body of the target vehicle and the left lane line of the left lane, the third distance refers to the distance between the right side body of the target vehicle and the right lane line of the current lane, and the fourth distance refers to the distance between the right side body of the target vehicle and the right lane line of the right lane. The above distances can also be part of the vehicle driving state information.

[0113] The first feedforward control torque is determined based on the left side body of the vehicle, and the second feedforward control torque is determined based on the right side body of the vehicle. In this embodiment, the feedforward control torque of the target vehicle can be obtained by combining the first feedforward control torque and the second feedforward control torque, for example, the average of the first feedforward control torque and the second feedforward control torque can be taken as the final feedforward control torque of the target vehicle.

[0114] In this embodiment, the first feedforward control torque can be obtained based on the first distance between the left side body of the target vehicle and the left lane line of the current lane, and the second distance between the left side body and the left lane line of the left lane, and the second feedforward control torque can be obtained based on the third distance between the right side body of the target vehicle and the right lane line of the current lane, and the fourth distance between the right side body and the right lane line of the right lane. In this way, the accuracy of obtaining the feedforward control torque can be improved.

[0115] Further, the first feedforward control torque is obtained according to the first distance and the second distance, including: obtaining a first sub-feedforward control torque matched with the first distance and a second sub-feedforward control torque matched with the second distance from a fifth mapping relationship constructed in advance, and obtaining the first feedforward control torque according to the first sub-feedforward control torque and the second sub-feedforward control torque. The fifth mapping relationship stores the corresponding relationship between different feedforward control torques and different first distances, and the corresponding relationship between different feedforward control torques and different second distances. The feedforward control torque is positively correlated with the first distance and the second distance.

[0116] The fifth mapping relationship is a mapping relationship table in which corresponding relationships between different feedforward control torques and different first distances and corresponding relationships between different feedforward control torques and different second distances are stored. After the first distance and the second distance are obtained, the vehicle controller can obtain the feedforward control torque corresponding to the first distance from the fifth mapping relationship constructed in advance as the first sub-feedforward control torque, and obtain the feedforward control torque corresponding to the second distance as the second sub-feedforward control torque. Then, the first feedforward control torque can be obtained by combining the first sub-feedforward control torque and the second sub-feedforward control torque, for example, the absolute value of the smaller one of the first sub-feedforward control torque and the second sub-feedforward control torque can be taken as the first feedforward control torque.

[0117] For example, the fifth mapping relationship can be as shown in Table 5:

[0118] Table 5: Fifth mapping relationship table

[0119]

[0120] It can be seen that the feedforward control torque gradually increases with the gradual increase of the first distance and the second distance, that is, the feedforward control torque is positively correlated with the first distance and the second distance. If the first distance is 0.5 m and the second distance is 3 m, the first sub-feedforward torque is -1 Nm, and the second sub-feedforward torque is -3 Nm. The vehicle controller can take the absolute value of the smaller one of the first sub-feedforward control torque and the second sub-feedforward control torque as the first feedforward control torque, that is, -1 Nm as the first feedforward control torque.

[0121] In the embodiment, the first sub-feedforward control torque and the second sub-feedforward control torque can also be obtained through the fifth mapping relationship, and the sub-feedforward control torque with the smaller absolute value can be taken as the first feedforward control torque. In this way, the accuracy of the first feedforward control torque calculation can be improved.

[0122] Further, obtaining the second feedforward control torque according to the third distance and the fourth distance can further include: obtaining a third sub-feedforward control torque matched with the third distance and a fourth sub-feedforward control torque matched with the fourth distance from a sixth mapping relationship constructed in advance, and obtaining the second feedforward control torque according to the third sub-feedforward control torque and the fourth sub-feedforward control torque; the sixth mapping relationship stores corresponding relationships between different feedforward control torques and different third distances, and corresponding relationships between different feedforward control torques and different fourth distances, and the feedforward control torque is negatively correlated with the third distance and the fourth distance; the average of the first feedforward control torque and the second feedforward control torque is taken as the feedforward control torque of the target vehicle.

[0123] The sixth mapping relationship is a mapping relationship table in which different feedforward control torques are stored in correspondence with different third distances and different feedforward control torques are stored in correspondence with different fourth distances. After the third distance and the fourth distance are obtained, the vehicle controller can obtain the feedforward control torque corresponding to the third distance from the sixth mapping relationship table as the third sub-feedforward control torque, and obtain the feedforward control torque corresponding to the fourth distance as the fourth sub-feedforward control torque. Then, the second feedforward control torque can be obtained by combining the third sub-feedforward control torque and the fourth sub-feedforward control torque, for example, the absolute value of the smaller one of the third sub-feedforward control torque and the fourth sub-feedforward control torque can be taken as the second feedforward control torque.

[0124] For example, the fifth mapping relationship can be as shown in Table 6:

[0125] Table 6: Sixth mapping relationship table

[0126]

[0127] As can be seen, as the third distance and the fourth distance gradually increase, the feedforward control torque gradually decreases, that is, the feedforward control torque is negatively correlated with the third distance and the fourth distance. If the third distance is 0.5 m and the fourth distance is 3 m, the third sub-feedforward torque is 1 Nm and the fourth sub-feedforward torque is 3 Nm. The vehicle controller can take the absolute value of the smaller one of the third sub-feedforward control torque and the fourth sub-feedforward control torque as the second feedforward control torque, that is, 1 Nm as the second feedforward control torque.

[0128] In the embodiment, the third sub-feedforward control torque and the fourth sub-feedforward control torque can also be obtained through the sixth mapping relationship, and the absolute value of the smaller one of the third sub-feedforward control torque and the fourth sub-feedforward control torque can be taken as the second feedforward control torque. In this way, the accuracy of the second feedforward control torque calculation can be improved.

[0129] In one embodiment, step S104 can further include: obtaining a driver demand torque of the target vehicle and a driver demand torque distribution strategy matched with the tire burst condition of the target vehicle; controlling the steering wheel of the target vehicle to output a torque according to the target steering control torque, and controlling the motor of the target vehicle to output a torque after distributing the driver demand torque according to the driver demand torque distribution strategy, so as to control the tire burst of the target vehicle.

[0130] In this embodiment, the tire burst control instruction can be used to control the torque output of the target vehicle in two parts, which can be used to control the steering wheel torque output of the target vehicle, and can also be used to control the motor torque output of the target vehicle. The steering wheel torque output can be controlled according to the target front turning control torque, that is, the steering wheel torque output is adjusted to the target front turning control torque. The torque output of the motor is controlled according to the driver demand torque and the driver demand torque distribution strategy, which can be obtained according to the tire burst condition of the target vehicle.

[0131] For example, the relationship between the tire burst condition of the target vehicle and the driver demand torque distribution strategy can be as shown in Table 7:

[0132] Table 7 Driver demand torque distribution strategy table

[0133]

[0134] It can be seen that, assuming that the tire burst condition of the vehicle is that the front axle wheel is burst or the rear axle wheel is burst when driving in a straight line, then the driver demand torque can be directly distributed to the non-burst axle side. If the tire burst condition of the vehicle is that the front wheel is burst or the rear wheel is burst when turning left, then the driver demand torque can be distributed to the torque output of the burst axle and the non-burst axle according to a torque distribution ratio of 3:7. In this way, the motor torque output of the target vehicle can be controlled.

[0135] In this embodiment, the tire burst control instruction can also be used to control the torque output of the steering wheel and the torque output of the motor. The torque output of the steering wheel can be controlled based on the target front turning control torque, and the torque output of the motor can be controlled in combination with the distribution strategy matched with the tire burst condition of the target vehicle. In this way, the control accuracy of the torque output of the target vehicle can be further improved.

[0136] In one embodiment, as shown in Figure 4 Step S102 can further include:

[0137] Step S401, obtaining the center of mass longitudinal speed of the target vehicle, the vehicle wheelbase of the target vehicle, and the understeering coefficient of the target vehicle.

[0138] The center of mass longitudinal vehicle speed refers to the speed component of the vehicle center of mass (i.e., the position of the overall center of gravity of the vehicle) of the target vehicle in the driving direction, and is mainly used to describe the straight-line motion state of the vehicle along the longitudinal axis of the vehicle. The wheelbase of the vehicle refers to the distance between the front axle center and the rear axle center of the target vehicle, i.e., the distance between the two vertical lines passing through the midpoints of the adjacent two wheels on the same side of the vehicle and perpendicular to the longitudinal symmetry plane of the vehicle. The understeer coefficient is a key parameter for describing the steady-state steering characteristics of the vehicle, which is used to quantify the difference between the front wheel and rear wheel side slip angles when the vehicle is turning. The coefficient represents the steering characteristics by comparing the difference between the front and rear wheel side slip angles. The above data can also be extracted from the vehicle driving state information.

[0139] Specifically, after obtaining the vehicle driving state information, the vehicle controller can further extract the center of mass longitudinal vehicle speed, the wheelbase of the vehicle, and the understeer coefficient.

[0140] In step S402, the first yaw rate is obtained by using the center of mass longitudinal vehicle speed, the wheelbase of the vehicle, the understeer coefficient, and the front wheel steering angle.

[0141] After obtaining the above data, the first yaw rate can be calculated by using the center of mass longitudinal vehicle speed, the wheelbase of the vehicle, the understeer coefficient, and the front wheel steering angle input by the driver. For example, the first yaw rate can be calculated by the following formula:

[0142]

[0143] wherein, represents the first yaw rate, represents the center of mass longitudinal vehicle speed, represents the wheelbase of the vehicle, represents the understeer coefficient, represents the front wheel steering angle.

[0144] In step S403, the second yaw rate is obtained by using the center of mass longitudinal vehicle speed, the understeer coefficient, and the radius of curvature.

[0145] Similarly, the second yaw rate can also be calculated by using the center of mass longitudinal vehicle speed, the understeer coefficient, and the radius of curvature of the current lane. For example, the second yaw rate can be calculated by the following formula:

[0146]

[0147] wherein, represents the second yaw rate, represents the center of mass longitudinal vehicle speed, represents the radius of curvature, represents the understeer coefficient.

[0148] In this embodiment, the first yaw rate and the second yaw rate can also be calculated in combination with the longitudinal speed of the center of mass of the target vehicle, the wheelbase of the vehicle, and the understeering coefficient, so as to improve the accuracy of the calculation of the yaw rate.

[0149] In one embodiment, a motion domain fusion control method for tire burst control in combination with intelligent driving information is also provided, and the connection relationship of the tire burst control components can be as shown in Figure 5 The input of the controller can include the related feedback signals of the motor and the front wheel rotation and open the related control interface, and the other is the sensor related signal and the intelligent driving system signal, for example, the steering angle sensor can provide the front wheel rotation angle input by the driver, and the intelligent driving system can provide the curvature radius of the current lane where the target vehicle is located. The tire burst control algorithm mainly includes the driving assistance function, the driver demand torque, the tire burst state recognition, the control target calculation, and the core control strategy for controlling the stability of the vehicle in the tire burst state.

[0150] The specific process of the tire burst control algorithm is as follows:

[0151] 1. Control target calculation:

[0152] (1) Yaw rate calculation based on the driver input: the control target of the vehicle is related to the front wheel rotation angle input by the driver, so the yaw rate can be obtained through the front wheel rotation angle input by the driver.

[0153]

[0154] In the formula, is the first yaw rate, L is the wheelbase of the vehicle, is the longitudinal speed of the center of mass of the vehicle, is the front wheel rotation angle, is the understeering coefficient of the vehicle.

[0155] (2) Yaw rate calculation based on intelligent driving information: based on the road curvature input by the intelligent driving (the curvature radius of the left lane and the right lane of the current lane is added and then divided by 2), the front wheel rotation angle input by the driver can be replaced by the road curvature based on the driving of the vehicle.

[0156]

[0157] In the formula, is the second yaw rate, For the current lane in the middle of the radius of curvature, the above formula, the target yaw rate and the driver's front wheel steering angle are decoupled, and the target yaw rate can be corrected based on the road conditions when the driver is in panic and misoperation. But because it is the default radius of curvature in the middle of the current lane, compared with the yaw rate based on the driver's steering wheel input, the yaw rate calculated by this method cannot accurately reflect the driver's intention, but can make the vehicle maintain the expected trajectory for driving.

[0158] 2. Control target coordination:

[0159] The final control target is:

[0160]

[0161] 、 Based on different situations, the values are different.

[0162] (1) When no tire burst occurs, 、 At this time, the driver operates the whole vehicle, and the target yaw rate based on the steering wheel angle can better follow the driver's expectation;

[0163] (2) When a tire burst occurs, if the driver's steering wheel is wrong, that is, after the vehicle bursts, the steering wheel is deflected to the side of the burst tire, at this time 、 .

[0164] (3) When a tire burst occurs, the value is based on the driver's different operation, which can be shown in Table 1.

[0165] (4) When a tire burst occurs, if the road curvature rate is too large, at this time the driver cannot timely follow the road curvature and turn the steering wheel, and there is a risk of insufficient steering, so the weight value can be adjusted, as shown in Table 3. The road curvature radius of the highway is related to the vehicle speed, so the weight value is related to the vehicle speed and the curvature rate, which can be shown in Table 4.

[0166] (5) When the front turning torque is based on the target yaw control, the greater the front turning torque, the greater the influence on the steering wheel angle (front wheel angle) at this time. At this time, the output based on the control target affects the input of the control target, so the control target needs to be decoupled, and the weight parameter of the control target needs to be adjusted based on the output of the front turning torque, which can be shown in Table 2.

[0167] 3. Tire burst control strategy:

[0168] When a single wheel of the vehicle bursts, the vehicle's deviation is as follows:

[0169] Straight front axle tire burst: the additional yaw moment directions caused by the braking effect and the roll effect of tire burst are the same, so it will definitely cause the vehicle to deviate to the tire burst wheel side.

[0170] Straight rear axle tire burst: the additional yaw moment directions caused by the braking effect and the roll effect of tire burst are opposite, so the deviation direction of the vehicle is unknown, but the deviation of the vehicle is lower than that of the front axle.

[0171] Left turn front wheel tire burst: the lateral force reduction caused by the tire burst roll effect causes the vehicle to understeer, and because the load transfer situation is inconsistent, the understeer of the outer wheel is higher than that of the inner wheel;

[0172] Left turn rear wheel tire burst: the lateral force reduction caused by the tire burst roll effect causes the vehicle to oversteer, and because the load transfer situation is inconsistent, the oversteer of the outer wheel is higher than that of the inner wheel;

[0173] Therefore, after the vehicle tire bursts, the main control is the yaw of the vehicle, and most of the current vehicle configurations are two motors + front steering, which can only control the yaw of the vehicle by controlling the front steering.

[0174] (1) Front steering control:

[0175] Feedforward torque: based on the distance between the vehicle and the left lane line of the current lane, the right lane line of the current lane, the left lane line of the left lane of the current lane, and the right lane line of the right lane of the current lane given by intelligent driving, the torque map (torque value response interval [-3, 3] Nm) is calibrated. It can be shown in Table 5 and Table 6.

[0176] Feedback torque: based on the difference e(t) between the actual yaw rate and the target yaw rate, the feedback torque is output.

[0177]

[0178] Where, , , It can be obtained according to the deviation lookup table.

[0179] (2) Motor torque control:

[0180] When tire burst occurs, the required torque of the driver is redistributed, and the torque is distributed based on different tire burst wheel conditions, which can be shown in Table 7.

[0181] Through the embodiment, a target calculation formula is proposed based on the curvature radius decoupling from the steering wheel angle of the driver in the vehicle instability condition during the vehicle tire burst process based on intelligent driving, and the weight in the control target is determined based on the steering angle change rate of the driver, the road curvature change rate and the front turning control torque to obtain the optimal control target of the tire burst control, then the front turning control torque is obtained based on the distance between the vehicle and the lane line, and the feedback torque is obtained based on the difference between the yaw rate targets, and the front turning torque is controlled. The method realizes the information collaborative control of "man-car-road", solves the problem that the steering wheel angle is used as the current input for control, and the output of control affects the steering wheel angle, and also provides a solution for obtaining the front turning control torque based on the distance between the vehicle and the lane line, and improves the control precision.

[0182] It should be understood that, although each step in the flowchart involved in each embodiment as described above is displayed in sequence according to the arrow, these steps are not necessarily executed in the order indicated by 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 embodiment as described above 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 executed alternately or alternately 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.

[0183] Based on the same inventive concept, the embodiments of the present application also provide a vehicle tire burst control device for implementing the vehicle tire burst control method described above. 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, and will not be described here.

[0184] In one embodiment, as shown in Figure 6 a vehicle tire burst control device is provided, comprising: a vehicle information acquisition module 601, a yaw rate acquisition module 602 and a vehicle tire burst control module 603, wherein:

[0185] The vehicle information acquisition module 601 is configured to acquire the front wheel angle of the target vehicle and the curvature radius of the current lane where the target vehicle is located.

[0186] The yaw rate acquisition module 602 is configured to acquire a first yaw rate of the target vehicle according to the front wheel steering angle and a second yaw rate of the target vehicle according to the radius of curvature when the target vehicle is identified as being in the tire burst state.

[0187] The vehicle tire burst control module 603 is configured to acquire a target front steering control torque of the target vehicle according to the first yaw rate and the second yaw rate, and perform tire burst control on the target vehicle by using the target front steering control torque.

[0188] In an embodiment, the vehicle tire burst control module 603 is further configured to acquire a first weight corresponding to the first yaw rate and a second weight corresponding to the second yaw rate according to the vehicle driving state information if the target vehicle is not identified as being in the driver's steering error state, perform weighted processing on the first yaw rate and the second yaw rate by using the first weight and the second weight to obtain a target yaw rate, and acquire the target front steering control torque based on the target yaw rate.

[0189] In an embodiment, the vehicle driving state information includes a steering wheel steering angle rate of the target vehicle, a curvature change rate and a lane category of a current lane, and a real-time front steering control torque of the target vehicle, and the vehicle tire burst control module 603 is further configured to acquire a first sub-weight based on the steering wheel steering angle rate, acquire a second sub-weight based on the curvature change rate and the lane category, and acquire a third sub-weight based on the real-time front steering control torque, and take an average value of the first sub-weight, the second sub-weight, and the third sub-weight as the first weight.

[0190] In an embodiment, the vehicle tire burst control module 603 is further configured to acquire a first weight value matched with the steering wheel steering angle rate from a first mapping relationship constructed in advance as the first sub-weight, the first mapping relationship stores a corresponding relationship between different first weight values and different steering wheel steering angle rates, and the first weight value and the steering wheel steering angle rate are in a negative correlation relationship in the first mapping relationship.

[0191] In an embodiment, the vehicle tire burst control module 603 is further configured to acquire a first weight value matched with the real-time front steering control torque from a second mapping relationship constructed in advance as the third sub-weight, the second mapping relationship stores a corresponding relationship between different first weight values and absolute values of different real-time front steering control torques, and the first weight value and the absolute value of the real-time front steering control torque are in a negative correlation relationship in the second mapping relationship.

[0192] In an embodiment, the vehicle tire burst control module 603 is further configured to, in a case where the lane category is the first category, obtain, as the second sub-weight, a first weight value matched with the rate of change of curvature from a third mapping relationship pre-constructed, the third mapping relationship storing a corresponding relationship between different first weight values and different rates of change of curvature, the third mapping relationship having a negative correlation between the first weight value and the rate of change of curvature.

[0193] In an embodiment, the vehicle tire burst control module 603 is further configured to, in a case where the lane category is the second category, obtain, as the second sub-weight, a first weight value matched with the rate of change of curvature and the speed of the target vehicle from a fourth mapping relationship pre-constructed, the fourth mapping relationship storing a corresponding relationship between different first weight values and different rates of change of curvature at multiple speeds, the fourth mapping relationship having a negative correlation between the first weight value and the rate of change of curvature at the same speed.

[0194] In an embodiment, the vehicle tire burst control module 603 is further configured to, if the target vehicle is identified as a driver's steering wheel being wrong state, take the second yaw rate as the target yaw rate.

[0195] In an embodiment, the vehicle tire burst control module 603 is further configured to obtain a distance between a side body of the target vehicle and a lane line of an associated lane of the target vehicle, obtain a feedforward control torque of the target vehicle according to the distance, obtain a feedback control torque of the target vehicle according to a difference between an actual yaw rate of the target vehicle and the target yaw rate, and obtain a target front turning control torque according to the feedforward control torque and the feedback control torque.

[0196] In an embodiment, the associated lane includes a current lane, a left lane of the current lane, and a right lane of the current lane, and the distance between the side body and the lane line of the associated lane includes a first distance between a left side body of the target vehicle and a left lane line of the current lane, a second distance between the left side body and a left lane line of the left lane, a third distance between a right side body of the target vehicle and a right lane line of the current lane, and a fourth distance between the right side body and a right lane line of the right lane, and the vehicle tire burst control module 603 is further configured to obtain a first feedforward control torque according to the first distance and the second distance, obtain a second feedforward control torque according to the third distance and the fourth distance, and take an average of the first feedforward control torque and the second feedforward control torque as the feedforward control torque of the target vehicle.

[0197] In an embodiment, the vehicle tire burst control module 603 is further configured to obtain a first sub-feedforward control torque matching the first distance and a second sub-feedforward control torque matching the second distance from a fifth mapping relationship pre-constructed, and obtain the first feedforward control torque according to the first sub-feedforward control torque and the second sub-feedforward control torque; the fifth mapping relationship stores a corresponding relationship between different feedforward control torques and different first distances, and stores a corresponding relationship between different feedforward control torques and different second distances, and the feedforward control torque is positively correlated with the first distance and the second distance.

[0198] In an embodiment, the vehicle tire burst control module 603 is further configured to obtain a third sub-feedforward control torque matching the third distance and a fourth sub-feedforward control torque matching the fourth distance from a sixth mapping relationship pre-constructed, and obtain the second feedforward control torque according to the third sub-feedforward control torque and the fourth sub-feedforward control torque; the sixth mapping relationship stores a corresponding relationship between different feedforward control torques and different third distances, and stores a corresponding relationship between different feedforward control torques and different fourth distances, and the feedforward control torque is negatively correlated with the third distance and the fourth distance; and the average of the first feedforward control torque and the second feedforward control torque is taken as the feedforward control torque of the target vehicle.

[0199] In an embodiment, the vehicle tire burst control module 603 is further configured to obtain a driver demand torque of the target vehicle and a driver demand torque distribution strategy matching the tire burst condition of the target vehicle; control the steering wheel of the target vehicle to output a torque according to the target front control torque, and control the motor of the target vehicle to output a torque after distributing the driver demand torque according to the driver demand torque distribution strategy, so as to control the tire burst of the target vehicle.

[0200] In an embodiment, the yaw rate obtaining module 602 is further configured to obtain a center of mass longitudinal speed of the target vehicle, a wheelbase of the target vehicle, and an understeering coefficient of the target vehicle; obtain the first yaw rate by using the center of mass longitudinal speed, the wheelbase, the understeering coefficient, and the front wheel angle; and obtain the second yaw rate by using the center of mass longitudinal speed, the understeering coefficient, and the curvature radius.

[0201] The above vehicle tire burst control device can be realized by software, hardware, or a combination thereof. The above modules can be embedded in or independent of the processor in the vehicle in hardware form, or can be stored in the memory in the vehicle in software form, so as to be called and executed by the processor.

[0202] In an 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 7As shown in the figure. The controller includes a processor, a memory, an input / output interface and a communication interface. Among them, the processor, the memory and the input / output interface are connected through the system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the controller is used to provide computing and control capability. 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 used to exchange information between the processor and external devices. The communication interface of the controller is used for wired or wireless communication with external terminals. Wireless mode 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.

[0203] Those skilled in the art can understand that, Figure 7 The structure shown in the figure is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the controller to which the scheme of the present application is applied. The specific controller can include more or fewer components than those shown in the figure, or combine certain components, or have a different component arrangement.

[0204] In one embodiment, a vehicle is also provided, which can have a structure as shown in Figure 8 , which can include a vehicle controller as shown in Figure 7 , and a steering angle sensor, an intelligent driving system, a front turning controller and a drive 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.

[0205] In one embodiment, a computer readable storage medium is provided, which stores a computer program, and the computer program is executed by a processor to implement the steps in the above method embodiments.

[0206] In one embodiment, a computer program product is provided, which includes a computer program, and the computer program is executed by a processor to implement the steps in the above method embodiments.

[0207] 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.

[0208] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, the processes of the above-mentioned embodiment methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. The non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. The volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., without being limited thereto.

[0209] The technical features of the above embodiments can be combined arbitrarily. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combinations of the technical features do not exist contradictory, it should be considered as the scope of the present application.

[0210] The above embodiments only express several implementation ways of the present application, and the description is specific and detailed, but it should not be understood as a limitation to the patent scope of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which all belong to 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 method for controlling tire blowout in vehicles, characterized in that, The method includes: Obtain the front wheel steering angle input by the target vehicle, and the radius of curvature of the current lane where the target vehicle is located; When the target vehicle is identified as having a tire blowout, the first yaw rate of the target vehicle is obtained based on the front wheel steering angle, and the second yaw rate of the target vehicle is obtained based on the radius of curvature. The target forward steering control torque of the target vehicle is obtained based on the first yaw rate and the second yaw rate, and the target forward steering control torque is used to control the tire blowout of the target vehicle.

2. The method according to claim 1, characterized in that, The step of obtaining the target forward steering control torque of the target vehicle based on the first yaw rate and the second yaw rate includes: If the target vehicle is not identified as being in a state where the driver is turning the steering wheel incorrectly, the first weight corresponding to the first yaw rate and the second weight corresponding to the second yaw rate are obtained based on the vehicle driving status information. Using the first weight and the second weight, the first yaw rate and the second yaw rate are weighted to obtain the target yaw rate; The target forward control torque is obtained based on the target yaw rate.

3. The method according to claim 2, characterized in that, The vehicle driving status information includes: the steering wheel angle rate of the target vehicle, the curvature change rate and lane category of the current lane, and the real-time forward control torque of the target vehicle; obtaining the first weight corresponding to the first yaw rate based on the vehicle driving status information includes: Based on the steering wheel angle rate, a first sub-weight is obtained; based on the curvature change rate and lane category, a second sub-weight is obtained; and based on the real-time forward control torque, a third sub-weight is obtained. The average of the first sub-weight, the second sub-weight, and the third sub-weight is taken as the first weight.

4. The method according to claim 3, characterized in that, The step of obtaining the first sub-weight based on the steering wheel angular rate includes: From the pre-constructed first mapping relationship, obtain the weight value that matches the steering wheel angular rate as the first sub-weight; the first mapping relationship stores the correspondence between different weight values ​​and different steering wheel angular rates, and the weight value and steering wheel angular rate in the first mapping relationship are negatively correlated.

5. The method according to claim 3, characterized in that, The process of obtaining the third sub-weight based on the real-time forward control torque includes: From the pre-constructed second mapping relationship, a weight value matching the real-time forward control torque is obtained as the third sub-weight; the second mapping relationship stores the correspondence between different weight values ​​and the absolute values ​​of different real-time forward control torques, and the weight values ​​and the absolute values ​​of the real-time forward control torques in the second mapping relationship are negatively correlated.

6. The method according to claim 3, characterized in that, The process of obtaining the second sub-weight based on the curvature change rate and lane category includes: When the lane category is the first category, a weight value matching the curvature change rate is obtained from the pre-constructed third mapping relationship and used as the second sub-weight; the third mapping relationship stores the correspondence between different weight values ​​and different curvature change rates, and the weight value and curvature change rate are negatively correlated in the third mapping relationship.

7. The method according to claim 3, characterized in that, The process of obtaining the second sub-weight based on the curvature change rate and lane category includes: When the lane category is the second category, a weight value matching the curvature change rate and the speed of the target vehicle is obtained from the pre-constructed fourth mapping relationship as the second sub-weight; the fourth mapping relationship stores the correspondence between different weight values ​​and different curvature change rates at multiple vehicle speeds, and the weight value and curvature change rate at the same vehicle speed in the fourth mapping relationship are negatively correlated.

8. The method according to claim 2, characterized in that, After obtaining the second yaw rate of the target vehicle based on the radius of curvature, the method further includes: If the target vehicle is identified as being in a state where the driver is turning the steering wheel incorrectly, the second yaw rate is taken as the target yaw rate.

9. The method according to claim 2, characterized in that, The process of obtaining the target forward control torque based on the target yaw rate includes: Obtain the distance between the side body of the target vehicle and the lane line of the associated lane of the target vehicle, and obtain the feedforward control torque of the target vehicle based on the distance; The actual yaw rate of the target vehicle is obtained, and the feedback control torque of the target vehicle is obtained based on the difference between the actual yaw rate and the target yaw rate. The target forward control torque is obtained based on the feedforward control torque and the feedback control torque.

10. The method according to claim 9, characterized in that, The associated lanes include: the current lane, the left lane of the current lane, and the right lane of the current lane; the distance between the side of the vehicle body and the lane lines of the associated lanes includes a first distance between the left side of the target vehicle body and the left lane line of the current lane, a second distance between the left side of the target vehicle body and the left lane line of the left lane, a third distance between the right side of the target vehicle body and the right lane line of the current lane, and a fourth distance between the right side of the target vehicle body and the right lane line of the right lane; obtaining the feedforward control torque of the target vehicle based on the distances includes: The first feedforward control torque is obtained based on the first distance and the second distance; The second feedforward control torque is obtained based on the third distance and the fourth distance; The average value of the first feedforward control torque and the second feedforward control torque is taken as the feedforward control torque of the target vehicle.

11. The method according to claim 10, characterized in that, The step of obtaining the first feedforward control torque based on the first distance and the second distance includes: From the pre-constructed fifth mapping relationship, a first sub-feedforward control torque matching the first distance and a second sub-feedforward control torque matching the second distance are obtained. The first feedforward control torque is obtained based on the first sub-feedforward control torque and the second sub-feedforward control torque. The fifth mapping relationship stores the correspondence between different feedforward control torques and different first distances, and stores the correspondence between different feedforward control torques and different second distances. The feedforward control torque is positively correlated with the first distance and the second distance.

12. The method according to claim 10, characterized in that, The step of obtaining the second feedforward control torque based on the third distance and the fourth distance includes: From the pre-constructed sixth mapping relationship, the third sub-feedforward control torque matching the third distance and the fourth sub-feedforward control torque matching the fourth distance are obtained. The second feedforward control torque is obtained based on the third sub-feedforward control torque and the fourth sub-feedforward control torque. The sixth mapping relationship stores the correspondence between different feedforward control torques and different third distances, and stores the correspondence between different feedforward control torques and different fourth distances. The feedforward control torque is negatively correlated with the third distance and the fourth distance.

13. The method according to claim 1, characterized in that, The method of using the target forward steering control torque to control tire blowout of the target vehicle includes: Obtain the driver's required torque for the target vehicle, and a driver's required torque distribution strategy that matches the tire blowout situation of the target vehicle; The steering wheel of the target vehicle is controlled to output torque according to the target forward control torque, and the motor of the target vehicle is controlled to distribute the torque required by the driver according to the driver's required torque distribution strategy before outputting it, so as to control the tire blowout of the target vehicle.

14. The method according to any one of claims 1 to 13, characterized in that, The step of obtaining the first yaw rate of the target vehicle based on the front wheel steering angle, and obtaining the second yaw rate of the target vehicle based on the radius of curvature, includes: The longitudinal speed of the center of gravity of the target vehicle, the wheelbase of the target vehicle, and the understeer coefficient of the target vehicle are obtained. The first yaw rate is obtained using the longitudinal speed of the center of gravity, the vehicle wheelbase, the understeer coefficient, and the front wheel steering angle. The second yaw rate is obtained using the longitudinal speed of the center of gravity, the understeer coefficient, and the radius of curvature.

15. A vehicle tire blowout control device, characterized in that, The device includes: The vehicle information acquisition module is used to acquire the front wheel steering angle input by the target vehicle, as well as the radius of curvature of the current lane where the target vehicle is located; A yaw rate acquisition module is used to obtain a first yaw rate of the target vehicle based on the front wheel rotation angle and a second yaw rate of the target vehicle based on the radius of curvature when the target vehicle is identified as being in a tire blowout state. The vehicle tire blowout control module is used to obtain the target forward steering control torque of the target vehicle based on the first yaw rate and the second yaw rate, and to use the target forward steering control torque to control the tire blowout of the target vehicle.

16. A vehicle, characterized in that, The system includes a vehicle controller, and a steering angle sensor, an intelligent driving system, a forward steering controller, and a drive controller that are communicatively connected to the vehicle controller; wherein the vehicle controller is used to implement the steps of the method according to any one of claims 1 to 14.

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