Vehicle control method, vehicle, electronic equipment and storage medium

Abstract

The embodiment of the invention provides a vehicle control method, a vehicle, electronic equipment and a storage medium, the problem that compensation is not in time due to the fact that only data before tire burst is relied on is effectively solved by introducing real-time yaw velocity feedback after tire burst and recalculating the target driving path in real time, dynamic real-time correction of the yaw trend of the vehicle is achieved, and the service life of the vehicle is prolonged. And the driving stability of the vehicle under the tire burst working condition is improved.

Description

Technical Field

[0001] This invention relates to the field of driver assistance technology, and in particular to a vehicle control method, a vehicle, an electronic device, and a computer-readable storage medium. Background Technology

[0002] With the rapid development of autonomous driving technology, vehicle driving safety has become a core indicator for measuring system performance. In autonomous driving mode, if a tire blowout occurs, the tire's mechanical properties will change drastically and instantaneously, leading to an imbalance of forces on the vehicle and generating unexpected yaw moments.

[0003] However, when dealing with such extreme conditions, related technologies typically rely solely on open-loop control based on the vehicle's motion data prior to the tire blowout (such as the vehicle speed before the blowout or the originally calibrated steering mapping) and a pre-set fixed planned path. The drawback of this approach is that the autonomous driving control system cannot perceive the actual motion deviations at the moment of the blowout and during the subsequent dynamic evolution. This results in a mismatch between the calculated compensation commands and the vehicle's actual degree of instability, making it difficult to effectively correct yaw trends and severely limiting vehicle safety under extreme conditions. Summary of the Invention

[0004] The present invention provides a vehicle control method, an electronic device, a vehicle, and a computer-readable storage medium to overcome or at least partially solve the above-mentioned problems.

[0005] This invention discloses a vehicle control method, comprising: In response to the detection that the vehicle is in a tire blowout condition, the instantaneous yaw rate, real-time vehicle speed and real-time steering wheel angle of the vehicle are obtained; The target yaw rate of the vehicle under the tire blowout condition is calculated based on the real-time vehicle speed and the real-time steering wheel angle. The correction amount is calculated using the instantaneous yaw rate and the target yaw rate; The target driving path for the tire blowout condition is determined by the correction amount. The vehicle is controlled to travel along the target driving path under the tire blowout condition.

[0006] Optionally, the step of calculating the target yaw rate of the vehicle under the tire blowout condition based on the real-time vehicle speed and the real-time steering wheel angle includes: Obtain the wheelbase of the vehicle and the steering characteristic parameters that reflect the vehicle's steering characteristics; The vehicle stability factor of the vehicle is determined by the wheelbase and the steering characteristic parameters; The pure geometric steering relationship of the vehicle is determined using the wheelbase and the real-time vehicle speed; The vehicle stability factor and the real-time vehicle speed are used to determine a correction coefficient that expresses the degree of correction of steering sensitivity by vehicle speed; The target yaw rate of the vehicle under the tire blowout condition is calculated using the pure geometric steering relationship, the correction coefficient, and the real-time steering wheel angle.

[0007] Optionally, the step of calculating the correction amount using the instantaneous yaw rate and the target yaw rate includes: A discriminant is constructed using the instantaneous yaw rate and the target yaw rate to quantify the degree of tire blowout instability of the vehicle and to calculate the lateral compensation amount. When the discriminant determines that the vehicle is understeering under the tire blowout condition, a first lateral compensation amount is output to overcome the understeering. When the discriminant determines that the vehicle is oversteer under the tire blowout condition, a second lateral compensation amount is output to overcome the oversteer. The first lateral compensation amount, or the second lateral compensation amount, is determined as the correction amount.

[0008] Optionally, before the step of determining the target driving path for the tire blowout condition using the correction amount, the method further includes: Obtain the left boundary discrete point of the left boundary and the right boundary discrete point of the right boundary, which are used to represent the drivable area of ​​the vehicle in the current driving road. Using the discrete points on the left and right boundaries, and the lateral scaling factor used to express the relative positions of the path points to be solved, a linear combination function of the path point coordinates is constructed. The linear combination function transforms the two-dimensional coordinates of the path point to be solved into an interpolation result between the discrete points on the left and right boundaries; the interpolation result is a single scalar coefficient used to express the position information of the path point to be solved. Based on the single scalar coefficient, the lateral scale coefficients of all path points to be solved on the target driving path are vectorized and encapsulated to output a solution vector that describes the path geometry of the target driving path.

[0009] Optionally, the step of determining the target driving path for the tire blowout condition using the correction amount includes: The original lane center target is determined using the discrete points of the left and right boundaries. The first lateral compensation amount, or the second lateral compensation amount, is used to perform an offset correction operation on the original lane center target to generate an initial planned path; Based on the initial planned path as a constraint, the target numerical solution that makes the entire path smoothest is determined in the curvature evaluation function constructed from the vectors to be solved, and the target driving path is generated based on the target numerical solution.

[0010] Optionally, the step of determining the objective numerical solution that makes the entire path smoothest in the curvature evaluation function constructed from the vectors to be solved, based on the initial planned path as a constraint, includes: Based on the order of the path points to be solved in the vector to be solved, the target driving path to be solved is divided into multiple adjacent path segments, and a piecewise polynomial function for each adjacent path segment is established. The piecewise polynomial function is used to determine the positional continuity condition, first derivative continuity condition, and second derivative continuity condition of the adjacent path segments at the connecting nodes, and the positional continuity condition, the first derivative continuity condition, and the second derivative continuity condition are used to construct a system of linear equations. The linear equation system outputs a transformation matrix that correlates the coefficients of higher-order terms of the polynomial with the vector to be solved. Using the piecewise polynomial function of each path point in the vector to be solved, an evaluation index for quantifying the smoothness of the target driving path is constructed with the second derivative of the normalized parameter. The evaluation index is then rewritten as a quadratic function of the vector to be solved using the transformation matrix. The objective function is output based on the quadratic function to calculate the sum of curvature along the entire path. Based on the lateral position points corresponding to the initial planned path and the initial pose determination equation constraints of the vehicle, the equation constraints are used to determine the starting point position and the ending point position of the target driving path to be solved. The real-time heading angle of the vehicle is obtained, and the heading constraint is determined using the real-time heading angle; the heading constraint is a linear equation used to ensure that the starting tangent direction of the target driving path to be solved is constrained by the driving direction of the real-time heading angle. Using the physical edge positions determined by the discrete points of the left and right boundaries, a range constraint is determined for the lateral scaling factor in the vector to be solved. The range constraint is used to ensure that the target driving path to be solved is constrained by the range of the physical edge positions. Under the conditions of satisfying the equality constraints, the heading constraints, and the value range constraints, the objective numerical solution that minimizes the total curvature of the entire objective driving path is determined by performing a minimization numerical search on the objective function.

[0011] Optionally, the step of generating the target driving path based on the target numerical solution includes: The second derivative correlation coefficients in the piecewise polynomial functions of each adjacent path segment are calculated using the target numerical solution and the transformation matrix, and the geometric feature quantity used to express the curvature of the target driving path to be solved is output. Based on the connection relationship between adjacent path segments at the connecting nodes, the geometric feature quantities and the path point coordinates of each path point in the vector to be solved are used to calculate the first derivative coefficients, third derivative coefficients and constant term coefficients of each piecewise polynomial function, and output the complete analytical coefficients of each path segment. Based on the complete analytical coefficients, a path equation covering the entire planning time domain is constructed, and the path equation is discretized and sampled to generate a target driving path composed of two-dimensional coordinate points.

[0012] This invention also discloses an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; The memory is used to store computer programs; When the processor executes a program stored in the memory, it implements the method described in the embodiments of the present invention.

[0013] This invention also discloses a vehicle that includes the aforementioned electronic equipment.

[0014] This invention also discloses a computer-readable storage medium storing instructions that, when executed by one or more processors, cause the processors to perform the methods described in this invention.

[0015] The embodiments of the present invention have the following advantages: This invention effectively overcomes the problem of untimely compensation caused by relying solely on data before a tire blowout by introducing real-time yaw rate feedback after a tire blowout and recalculating the target driving path in real time. It achieves dynamic real-time correction of the vehicle's yaw trend and improves the vehicle's driving stability under tire blowout conditions. Attached Figure Description

[0016] Figure 1 This is a flowchart of the steps of a vehicle control method provided in an embodiment of the present invention; Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of the present invention; Figure 3 This is a flowchart illustrating another vehicle control method provided in an embodiment of the present invention; Figure 4 This is a scene illustration of a tire blowout situation provided in an embodiment of the present invention; Figure 5 This is a hardware structure block diagram of an electronic device provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of a computer-readable medium provided in an embodiment of the present invention. Detailed Implementation

[0017] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0018] Example 1 Reference Figure 1 The diagram illustrates a flowchart of a vehicle control method provided in an embodiment of the present invention, which may specifically include the following steps: Step 101: In response to the detection that the vehicle is in a tire blowout condition, acquire the vehicle's instantaneous yaw rate, real-time vehicle speed, and real-time steering wheel angle. Step 102: Calculate the target yaw rate of the vehicle under the tire blowout condition based on the real-time vehicle speed and the real-time steering wheel angle; Step 103: Calculate the correction amount using the instantaneous yaw rate and the target yaw rate; Step 104: Determine the target driving path for the tire blowout condition using the correction amount; Step 105: Control the vehicle to travel based on the target driving path under the tire blowout condition.

[0019] In a specific implementation, the embodiments of the present invention can be applied to a vehicle autonomous driving control system, hereinafter referred to as the system; In response to the detection of a tire blowout, the present invention can acquire the vehicle's instantaneous yaw rate, real-time vehicle speed, and real-time steering wheel angle. This allows for the immediate collection of underlying perception data reflecting the vehicle's current dynamic characteristics after a sudden malfunction is detected, providing a basis for the subsequent quantification of the degree of instability.

[0020] Instantaneous yaw rate refers to the real-time rate at which the vehicle rotates around its center of mass longitudinal axis at the instant of a tire blowout and immediately thereafter, reflecting the actual trend of the vehicle deviating from its intended direction of travel.

[0021] Real-time vehicle speed refers to the current speed of a vehicle and is used as a benchmark for measuring vehicle kinetic energy and subsequent steering sensitivity.

[0022] Real-time steering wheel angle refers to the physical deflection angle of the wheels currently applied by the driver or autonomous driving actuators. Steering wheels can be those used to control the vehicle's steering, such as the front wheels of a conventional vehicle, while non-steering wheels are the rear wheels.

[0023] The embodiments of the present invention can calculate the target yaw rate of the vehicle under the tire blowout condition based on the real-time vehicle speed and the real-time steering wheel angle, so as to construct an ideal reference benchmark and determine the stable motion state that the vehicle should have under the current vehicle speed and steering intention.

[0024] The target yaw rate can refer to the standard rotational rate that a vehicle should have when it is in a stable driving state at a specific vehicle speed and wheel angle, serving as a reference for assessing whether it is unstable.

[0025] In this embodiment of the invention, the correction amount can be calculated using the instantaneous yaw rate and the target yaw rate. By comparing the difference between the "actual state" and the "ideal state", the yaw deviation caused by the tire blowout can be quantified and converted into a control increment that can be used for path adjustment.

[0026] Correction amounts can refer to the compensation values ​​used to offset the effects of yaw, determined based on the deviation between the actual yaw rate and the target yaw rate. Examples include, but are not limited to, lateral corrections, heading corrections, moment corrections (steering moment corrections or braking moment corrections), proportional correction coefficients, longitudinal deceleration corrections, and so on.

[0027] The heading correction can be done without changing the absolute position of the path, but rather by correcting the tangential direction (i.e., yaw angle) of each node on the target path. For example, by superimposing a heading angle offset on the original path, the vehicle can be guided to travel at a specific "slip angle" to counteract the lateral pull caused by a tire blowout.

[0028] The torque correction can be directly output as a force acting on the steering mechanism or braking mechanism.

[0029] Steering torque correction can be achieved by applying an additional auxiliary torque to the steering system (EPS) to help drive the steering wheels to an angle that can counteract yaw.

[0030] Braking torque correction can be achieved by applying differential braking to the wheels on different sides (via the ESC system), using the reverse yaw torque generated by the braking force to forcibly correct the vehicle's attitude.

[0031] The proportional correction factor can be used as a gain parameter to adjust the steering system sensitivity in real time. For example, in the event of a tire blowout, decreasing or increasing the steering gain allows the same steering wheel input to produce different wheel angle outputs to compensate for the changes in tire stiffness and dynamic characteristics.

[0032] Longitudinal deceleration correction: In some logics, the correction can be expressed as a reduction in the desired vehicle speed. By correcting the target vehicle speed, the vehicle is induced to reduce kinetic energy through active braking, thereby reducing the centripetal force requirement under tire blowout conditions and indirectly stabilizing the trajectory.

[0033] In this embodiment of the invention, the target driving path for the tire blowout condition can be determined by the correction amount, so as to implement the abstract physical compensation amount into a specific geometric space and replan a driving trajectory that conforms to the force characteristics of the vehicle after the tire blowout, so as to replace the original trajectory that is no longer applicable.

[0034] The target driving path can refer to the two-dimensional coordinate sequence that is recalculated after taking into account the lateral offset caused by a tire blowout, and is used by the vehicle to perform avoidance actions.

[0035] In this embodiment of the invention, the vehicle can be controlled to travel based on the target driving path under the condition of a tire blowout, so as to drive the vehicle to follow the newly generated path through the actuator and complete the risk avoidance closed loop.

[0036] This invention effectively overcomes the problem of untimely compensation caused by relying solely on data before a tire blowout by introducing real-time yaw rate feedback after a tire blowout and recalculating the target driving path in real time. It achieves dynamic real-time correction of the vehicle's yaw trend and improves the vehicle's driving stability under tire blowout conditions.

[0037] refer to Figure 2 , Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of the present invention; For example, a passenger vehicle in intelligent driving mode is traveling at 100 km / h in the middle lane of a highway. Suddenly, the vehicle's left rear tire blows out.

[0038] 1. Operating condition monitoring and triggering: The system detects a tire blowout through a tire pressure monitoring system (TPMS) or wheel speed deviation.

[0039] The system detected that the vehicle is currently in intelligent driving mode, and the logic enters the "Vehicle tire blowout stability control in intelligent driving mode" branch.

[0040] 2. Real-time data acquisition: The system immediately acquires sensor data, including: an instantaneous yaw rate of 5 deg / s (indicating a clear tendency for the vehicle to yaw to the left), a real-time vehicle speed of 98 km / h, and at this time, the intelligent driving system maintains a real-time steering wheel angle of 0 deg.

[0041] 3. Benchmark Calculation and Deviation Quantification: Based on a speed of 98 km / h and a turning angle of 0 degrees, the system calculates that the target yaw rate under normal steady-state conditions should be 0 degrees / s using a vehicle dynamics model.

[0042] By comparing the actual 5 deg / s with the target 0 deg / s, the correction amount to offset this 5 deg / s yaw deviation is calculated (e.g., calculating the lateral compensation of 0.5 meters to the right to offset the leftward thrust).

[0043] 4. Path Restructuring and Risk Avoidance Planning: The system no longer forces the vehicle to stay on the original center line of the intelligent driving lane, but instead, it uses a 0.5-meter correction to replan a target driving path.

[0044] The path will automatically shift smoothly to the right lane or emergency lane to ensure a smoother trajectory while counteracting the force of a tire blowout.

[0045] 5. Control execution and safe closure: The intelligent driving system drives the steering actuator to control the vehicle to travel along this newly generated hazard avoidance path.

[0046] The system continuously checks whether the vehicle has come to a safe stop. If the vehicle has not come to a complete stop and the driver has not taken over, the system continues to repeat the above steps and updates the route in real time.

[0047] If the driver presses the brake pedal and turns the steering wheel at this time, triggering "Does the driver take over?" to "Yes", the system will switch to "Vehicle tire blowout stability control in driver mode" until the vehicle finally comes to a stop.

[0048] Example 2 Based on the above embodiments, modified embodiments of the above embodiments are proposed. It should be noted that, in order to keep the description brief, only the differences from the above embodiments are described in the modified embodiments.

[0049] In an optional embodiment of the present invention, the step of calculating the target yaw rate of the vehicle under the tire blowout condition based on the real-time vehicle speed and the real-time steering wheel angle includes: Obtain the wheelbase of the vehicle and the steering characteristic parameters that reflect the vehicle's steering characteristics; The vehicle stability factor of the vehicle is determined by the wheelbase and the steering characteristic parameters; The pure geometric steering relationship of the vehicle is determined using the wheelbase and the real-time vehicle speed; The vehicle stability factor and the real-time vehicle speed are used to determine a correction coefficient that expresses the degree of correction of steering sensitivity by vehicle speed; The target yaw rate of the vehicle under the tire blowout condition is calculated using the pure geometric steering relationship, the correction coefficient, and the real-time steering wheel angle.

[0050] In this embodiment of the invention, the wheelbase of the vehicle and the steering characteristic parameters reflecting the vehicle's steering characteristics can be obtained, so as to collect the inherent physical structure parameters and dynamic characteristic parameters of the vehicle, and provide basic data support for establishing a high-precision mathematical model.

[0051] Wheelbase refers to the horizontal distance between the center of the front wheel axle and the center of the rear wheel axle of a vehicle. It is a core geometric parameter that determines the vehicle's turning radius and axle load distribution.

[0052] Steering characteristic parameters refer to parameters that describe the changes in steering gain caused by tire lateral slip characteristics during vehicle steering, reflecting the vehicle's physical properties of understeer, oversteer, or neutral steering.

[0053] In this embodiment of the invention, the vehicle stability factor of the vehicle can be determined by the wheelbase and the steering characteristic parameters, so as to transform the static vehicle parameters into key indicators that can quantify dynamic response characteristics and describe the impact of vehicle speed changes on steering balance.

[0054] The vehicle stability factor is a quantitative indicator that characterizes the steady-state steering characteristics of a vehicle. It is calculated and used to measure the trend of changes in steering sensitivity as vehicle speed increases.

[0055] For example, suppose we want to determine the stability factor of a mid-sized sedan: 1. Given the following parameters: wheelbase (L) is 2.7 meters (distance from the center of the front axle to the center of the rear axle). The curb weight (m) is distributed as follows: front axle load 900 kg, rear axle load 600 kg.

[0056] 2. Determining steering characteristic parameters primarily depends on the tire's lateral stiffness, which is the lateral force generated per degree of tire deflection. The total lateral stiffness (Cf) of the front axle is 60,000 N / rad. The total lateral stiffness (Cr) of the rear axle is 50,000 N / rad.

[0057] 3. Calculation Process: In the dynamic model, the formula for calculating the stability factor K is usually expressed as: K = m / (L^2)(a / Cr – b / Cf).

[0058] Calculation term A (front axle effect) = b / Cf = 1.62 / 60000 = 2.7 × 10 -5 ; Calculation item B (rear axle effect) = a / Cr = 1.08 / 50000 = 2.16 × 10 -5 ; Stability factor K = –0.00111.

[0059] In this embodiment of the invention, the pure geometric steering relationship of the vehicle can be determined using the wheelbase and the real-time vehicle speed, so as to calculate the steering ratio reference determined only by the vehicle geometry under ideal conditions that ignore tire stress deformation.

[0060] Pure geometric steering relationship can refer to the ideal steady-state steering gain based on the Ackermann steering model, determined only by wheelbase and vehicle speed, representing the ideal steering logic under low-speed or no lateral force conditions.

[0061] In this embodiment of the invention, the vehicle stability factor and the real-time vehicle speed can be used to determine the correction coefficient used to express the degree of correction of the steering sensitivity by the vehicle speed, quantify the nonlinear influence of the vehicle speed on the steering response under real dynamic conditions, and realize dynamic compensation of the ideal geometric model.

[0062] The correction factor can refer to the weighting factor used to adjust the steering gain, which is calculated based on the real-time vehicle speed and stability factor. It reflects the physical law that the higher the vehicle speed, the more sensitive (or less sensitive) the steering becomes.

[0063] In this embodiment of the invention, the target yaw rate of the vehicle under the tire blowout condition can be calculated using the pure geometric steering relationship, the correction coefficient, and the real-time steering wheel angle. This allows for the real-time calculation of the ideal motion parameters that the vehicle should follow under the tire blowout condition by comprehensively considering the geometric structure, dynamic correction conditions, and driving intentions.

[0064] The target yaw rate can refer to the ideal rotational rate after taking into account the inherent dynamic characteristics of the vehicle at a specific vehicle speed and steering angle, and is used as a benchmark for evaluating the actual yaw deviation.

[0065] This invention constructs a target calculation model that includes geometric relationships and dynamic correction coefficients by integrating vehicle wheelbase, steering characteristic parameters, and real-time vehicle speed. This model achieves an accurate characterization of the ideal yaw state under tire blowout conditions, providing a dynamically robust reference benchmark for quantifying the degree of vehicle instability.

[0066] In an optional embodiment of the present invention, the step of calculating the correction amount using the instantaneous yaw rate and the target yaw rate includes: A discriminant is constructed using the instantaneous yaw rate and the target yaw rate to quantify the degree of tire blowout instability of the vehicle and to calculate the lateral compensation amount. When the discriminant determines that the vehicle is understeering under the tire blowout condition, a first lateral compensation amount is output to overcome the understeering. When the discriminant determines that the vehicle is oversteer under the tire blowout condition, a second lateral compensation amount is output to overcome the oversteer. In this embodiment of the invention, the first lateral compensation amount or the second lateral compensation amount can be determined as the correction amount.

[0067] In this embodiment of the invention, the instantaneous yaw rate and the target yaw rate can be used to construct a discriminant for quantifying the degree of tire blowout instability of the vehicle and calculating the lateral compensation amount. This establishes a mathematical comparison logic, which accurately quantifies the degree of damage to the vehicle's dynamic balance caused by the tire blowout by the deviation between the real-time measured value and the ideal reference value, and transforms it into specific control compensation requirements.

[0068] Tire blowout instability refers to the severity at which a vehicle's actual trajectory deviates from the driver's intention due to uneven force distribution on the four wheels during a blowout.

[0069] Lateral compensation refers to the adjustment value that needs to be added in the lateral path dimension to counteract yaw moment and bring the vehicle back to a stable state.

[0070] A discriminant is a logical operation formula that typically uses the difference between the instantaneous yaw rate and the target yaw rate as the independent variable to determine the vehicle's current physical dynamic properties (such as understeer or oversteer).

[0071] In this embodiment of the invention, when the discriminant determines that the vehicle is understeering under the condition of a tire blowout, a first lateral compensation amount is output to overcome the understeering.

[0072] In practical implementation, understeer can refer to the actual turning radius of a vehicle after a tire blowout being greater than the target path radius, manifested as the vehicle drifting to the outside of the curve. This embodiment of the invention can provide specific correction instructions for the unstable state of the vehicle "not being able to turn around". For example, by moving the target point to the outside of the curve, it is equivalent to guiding the vehicle to reduce the turning radius pressure, thereby reducing lateral acceleration and preventing the blown tire from coming off the bead due to excessive force.

[0073] The first lateral compensation is a specific numerical instruction designed to correct understeer, aiming to increase the vehicle's steering tendency by offsetting the path.

[0074] In this embodiment of the invention, when the discriminant determines that the vehicle is oversteering under the condition of a tire blowout, a second lateral compensation amount is output to overcome the oversteering.

[0075] In practice, the second lateral compensation amount is a specific numerical command designed to suppress oversteering, aiming to reduce the vehicle's steering intensity or perform a counter-steering by offsetting the path.

[0076] In this embodiment of the invention, the first lateral compensation amount or the second lateral compensation amount can be determined as the correction amount, so as to dynamically filter and output a unique control decision based on the real-time result of the discriminant, which serves as the direct basis for the final adjustment of the driving path.

[0077] The correction amount is the final, effective compensation value used to change the geometry of the target driving path.

[0078] This invention, through the construction of an instability discriminant based on yaw rate deviation, achieves precise quantification of the two typical instability states of "understeer" and "oversteer" under tire blowout conditions. This enables targeted output of lateral compensation to correct the path, significantly improving the accuracy of vehicle attitude correction under extreme and sudden conditions.

[0079] refer to Figure 3 , Figure 3 This is a flowchart illustrating another vehicle control method provided in an embodiment of the present invention; For example, after a tire blowout, the rolling resistance of the tire increases sharply and the lateral stiffness decreases sharply, thus altering the vehicle's motion characteristics. At the moment of a blowout, the increased rolling resistance of the blown tire will generate a braking effect, which will produce a yaw moment relative to the vehicle's center of gravity, causing the vehicle to yaw. The decrease in the lateral stiffness of the blown tire will also disrupt the vehicle's lateral balance, resulting in additional yaw moments.

[0080] In straight-line driving, a tire blowout primarily affects the vehicle's braking effect, causing it to veer off course. However, this situation is generally not considered extreme. But when a tire blowout occurs in a sharp curve, the vehicle's condition deteriorates significantly. It is affected by both of the aforementioned effects simultaneously, and its trajectory is dependent on the location of the blown tire. Under normal conditions, the autonomous driving planning module typically uses the lane centerline as the target. However, in a sharp curve with a tire blowout, using the lane centerline as the target may exacerbate the vehicle's motion, potentially causing the blown tire to detach, resulting in very weak lateral traction and a skidding or spin. Therefore, after a tire blowout in a sharp curve, simply tracking the lane centerline is insufficient. Instead, the lateral position of the target should be adjusted based on the location of the blown tire and the vehicle's overall motion, and this adjusted target point should be used as the endpoint for path planning.

[0081] On a curve with high curvature, the motion of a vehicle after a tire blowout on the outer front wheel and inner rear wheel is relatively predictable, while the motion of the vehicle after a tire blowout on the inner front wheel and outer rear wheel cannot be deduced through simple logic. Therefore, the target position needs to be corrected within the drivable range based on the vehicle's motion state after the blowout. The target yaw rate is calculated using a two-degree-of-freedom vehicle model.

[0082] in, For real-time vehicle speed, For the vehicle's wheelbase, For vehicle stability factor, This refers to the steering angle of the front wheels (steering wheels).

[0083] Find the discriminant for the lateral correction of the target position:

[0084] in, For the vehicle's instantaneous yaw rate, The threshold for insufficient vehicle steering (can be preset and calibrated). The oversteer threshold for the vehicle (can be preset and calibrated). The understeer offset coefficient for the vehicle (can be preset and calibrated). This is the vehicle oversteering offset coefficient (which can be preset and calibrated).

[0085] In an optional embodiment of the invention, prior to the step of determining the target driving path for the tire blowout condition using the correction amount, the method further includes: Obtain the left boundary discrete point of the left boundary and the right boundary discrete point of the right boundary, which are used to represent the drivable area of ​​the vehicle in the current driving road. Using the discrete points on the left and right boundaries, and the lateral scaling factor used to express the relative positions of the path points to be solved, a linear combination function of the path point coordinates is constructed. The linear combination function transforms the two-dimensional coordinates of the path point to be solved into an interpolation result between the discrete points on the left and right boundaries; the interpolation result is a single scalar coefficient used to express the position information of the path point to be solved. Based on the single scalar coefficient, the lateral scale coefficients of all path points to be solved on the target driving path are vectorized and encapsulated to output a solution vector that describes the path geometry of the target driving path.

[0086] In this embodiment of the invention, the left boundary discrete point and the right boundary discrete point of the right boundary, which represent the left boundary of the drivable area of ​​the vehicle in the current driving road, can be obtained to clarify the activity boundary of the vehicle in physical space, provide a legal and safe search space for path planning, and ensure that the generated path does not exceed the road edge.

[0087] Left boundary discrete points / right boundary discrete points can refer to a set of two-dimensional coordinate points obtained by vehicle-mounted perception sensors (such as cameras, LiDAR) or high-precision maps, used to delineate the left and right edges of a road.

[0088] In this embodiment of the invention, the discrete points on the left and right boundaries, as well as the lateral scaling factor used to express the relative position of the path points to be solved, can be used to construct a linear combination function of the path point coordinates, thereby establishing a parameterized coordinate transformation mechanism that associates the complex two-dimensional absolute coordinates with the relative lateral positional relationship, so as to facilitate subsequent mathematical modeling.

[0089] The lateral scaling factor can refer to a value that typically ranges within a specific interval (such as -1 to 1 or 0 to 1), used to represent the relative lateral offset of a path point between the left and right boundaries.

[0090] A linear combination function is a mathematical expression that determines the coordinates of any point in the middle by weighted summation of the coordinates of the left and right boundary points.

[0091] In this embodiment of the invention, the two-dimensional coordinates of the path points to be solved can be transformed into interpolation results between the discrete points on the left and right boundaries using the linear combination function. The interpolation results are single scalar coefficients used to express the position information of the path points to be solved, thereby achieving dimensionality reduction of the data and mapping two-dimensional coordinate points that are difficult to optimize directly to one-dimensional numerical values, thus simplifying the computational complexity of path planning.

[0092] Interpolation results can refer to intermediate values ​​calculated between two known boundary points using linear relationships.

[0093] A single scalar coefficient can represent the precise location of a path point on the lateral span of a road using only a single value, avoiding redundant calculations caused by processing both horizontal and vertical coordinates simultaneously.

[0094] In this embodiment of the invention, the lateral scaling coefficients of all path points to be solved on the target driving path can be vectorized and encapsulated based on the single scalar coefficient, and the solution vector describing the path geometry of the target driving path can be output. This integrates the discrete path point position information into a unified mathematical object, providing input variables for subsequent optimization algorithms to solve the full path smoothness.

[0095] The vector to be solved can refer to the set of lateral scaling coefficients of all points to be optimized along the entire path, which fully defines the geometric contour of the entire path in the road.

[0096] This embodiment reduces the dimensionality of two-dimensional path point coordinates into one-dimensional single scalar coefficients by constructing a linear combination function and encapsulating it into a vector to be solved. This enables parameterized and simplified modeling of path geometry under complex road boundary constraints, significantly reducing the computational complexity and search dimensionality in the subsequent path planning process.

[0097] refer to Figure 4 , Figure 4 This is a scene illustration of a tire blowout situation provided in an embodiment of the present invention; For example, suppose the vehicle is in A tire blowout occurred at [location], at which point the vehicle's heading angle was [value]. The dashed line T represents the planned vehicle path, and the dotted line R represents the vehicle's reference line, which is divided into several equal parts according to its arc length. The left boundary of the vehicle's drivable area (assuming the vehicle width has been considered) is represented by discrete points. This indicates that the right boundary of the vehicle's drivable area (assuming the vehicle width has been taken into account) is represented by discrete points ( The planned path points are represented by discrete points. express.

[0098] set up Let be the basis vectors in the x and y directions of the Cartesian coordinate system, respectively. It can be rewritten in the following form:

[0099] Δx=x l,i -x r,i and Δy=y l,i -y r,i These represent the lateral span vector between the left and right boundary points of the road at the i-th sampling point.

[0100] x r With y r (Reference Vector): Refers to the column vector composed of all discrete points on the right boundary, serving as the reference origin for calculating the coordinates of path points. x With n y (Span vector encapsulation): refers to the Δx at each point along the entire path. i or Δy i The vector (or diagonal matrix form) formed is used to represent the scalar coefficients k i It is converted into two-dimensional spatial displacement.

[0101] Assuming the boundaries of the vehicle's drivable area and the reference line for the vehicle's travel are known, the objective of solving for the vehicle's path can be transformed into solving for a vector using the above formula. K :

[0102] In an optional embodiment of the present invention, the step of determining the target driving path for the tire blowout condition using the correction amount includes: The original lane center target is determined using the discrete points of the left and right boundaries. The first lateral compensation amount, or the second lateral compensation amount, is used to perform an offset correction operation on the original lane center target to generate an initial planned path; Based on the initial planned path as a constraint, the target numerical solution that makes the entire path smoothest is determined in the curvature evaluation function constructed from the vectors to be solved, and the target driving path is generated based on the target numerical solution.

[0103] In this embodiment of the invention, the original lane center target can be determined by using the left boundary discrete point and the right boundary discrete point to establish a basic navigation reference, and determine the desired path that the vehicle should have traveled under ideal conditions without any interference.

[0104] The original lane center target can refer to the geometric centerline defined based on the left and right physical boundaries of the road (e.g., Figure 3 The R line shown represents the standard driving trajectory of the vehicle before a tire blowout occurs.

[0105] In this embodiment of the invention, the first lateral compensation amount or the second lateral compensation amount can be used to perform an offset correction operation on the original lane center target to generate an initial planned path, so as to incorporate the dynamic deviation caused by the tire blowout into the geometric planning, and generate a transition path that can offset the yaw effect by spatially translating the centerline.

[0106] The initial planned path can refer to the path after lateral offset based on the original lane centerline, according to the correction requirements for understeer or oversteer. It is the starting point for subsequent curvature optimization searches.

[0107] In this embodiment of the invention, the initial planned path can be used as a constraint to determine the target numerical solution that makes the entire path smoothest in the curvature evaluation function constructed from the vector to be solved. The target driving path is then generated based on the target numerical solution. Under the premise of meeting the correction requirements, mathematical means are used to eliminate sharp points or severe bends in the path, ensuring that the final generated trajectory is easy for vehicles to follow in terms of dynamics and will not cause secondary instability.

[0108] The curvature evaluation function is a mathematical formula used to quantify the curvature of a path; the smaller the value, the smoother the path.

[0109] The target numerical solution can refer to the specific numerical value of the vector to be solved, which is calculated by the optimization algorithm and can minimize the evaluation function. It corresponds to the smoothest geometric shape globally.

[0110] The target driving path can refer to the final generated two-dimensional coordinate trajectory that includes both lateral correction and minimum curvature characteristics, used to guide the vehicle's safe driving in the event of a tire blowout.

[0111] This invention integrates the tire blowout correction amount into the original lane target to generate an initial path, and uses this as a constraint to perform a full path curvature minimization solution. This achieves a deep coupling between the correction requirement and the path smoothness, ensuring that the generated avoidance path has optimal geometric smoothness characteristics while effectively offsetting instability and yaw.

[0112] For example, assuming the Frenet coordinate system is used with the center of the drivable area as the reference point, the target lateral position of the vehicle is: The corrected lateral position of the vehicle target (initial planned path).

[0113] With the above corrections, when the understeer characteristic of the vehicle is enhanced, the target lateral position of the vehicle will move to the outside of the curve. This is equivalent to partially straightening the steering wheel, which will reduce the lateral acceleration of the vehicle. When the oversteer characteristic of the vehicle is enhanced, the target lateral position of the vehicle will move to the outside of the curve. This is similar to performing a "counter-steering" operation, which helps to reduce the lateral acceleration of the vehicle and maintain vehicle stability. When the actual yaw rate of the vehicle is not much different from the target yaw rate of a two-degree-of-freedom vehicle, it indicates that the vehicle is in good condition, and no offset is made to the target lateral position.

[0114] Optionally, the step of determining the objective numerical solution that makes the entire path smoothest in the curvature evaluation function constructed from the vectors to be solved, based on the initial planned path as a constraint, includes: Based on the order of the path points to be solved in the vector to be solved, the target driving path to be solved is divided into multiple adjacent path segments, and a piecewise polynomial function for each adjacent path segment is established. The piecewise polynomial function is used to determine the positional continuity condition, first derivative continuity condition, and second derivative continuity condition of the adjacent path segments at the connecting nodes, and the positional continuity condition, the first derivative continuity condition, and the second derivative continuity condition are used to construct a system of linear equations. The linear equation system outputs a transformation matrix that correlates the coefficients of higher-order terms of the polynomial with the vector to be solved. Using the piecewise polynomial function of each path point in the vector to be solved, an evaluation index for quantifying the smoothness of the target driving path is constructed with the second derivative of the normalized parameter. The evaluation index is then rewritten as a quadratic function of the vector to be solved using the transformation matrix. The objective function is output based on the quadratic function to calculate the sum of curvature along the entire path. Based on the lateral position points corresponding to the initial planned path and the initial pose determination equation constraints of the vehicle, the equation constraints are used to determine the starting point position and the ending point position of the target driving path to be solved. The real-time heading angle of the vehicle is obtained, and the heading constraint is determined using the real-time heading angle; the heading constraint is a linear equation used to ensure that the starting tangent direction of the target driving path to be solved is constrained by the driving direction of the real-time heading angle. Using the physical edge positions determined by the discrete points of the left and right boundaries, a range constraint is determined for the lateral scaling factor in the vector to be solved. The range constraint is used to ensure that the target driving path to be solved is constrained by the range of the physical edge positions. Under the conditions of satisfying the equality constraints, the heading constraints, and the value range constraints, the objective numerical solution that minimizes the total curvature of the entire objective driving path is determined by performing a minimization numerical search on the objective function.

[0115] In this embodiment of the invention, the target driving path to be solved can be divided into multiple adjacent path segments according to the arrangement order of each path point in the vector to be solved, and a piecewise polynomial function for each adjacent path segment can be established to discretize and locally parameterize the complex full-length path so as to describe the geometry of the entire path with rigorous mathematical functions.

[0116] Adjacent path segments can refer to local intervals of a path that are connected in time or space. By segmenting the entire path, the difficulty of describing complex working conditions with a single curve can be reduced.

[0117] Piecewise polynomial functions can be used to describe the algebraic equations of the geometric features of each path segment. High-order polynomials are typically used to ensure the flexibility and smoothness of the curve.

[0118] In this embodiment of the invention, the piecewise polynomial function can be used to determine the positional continuity condition, the first derivative continuity condition, and the second derivative continuity condition of the adjacent path segments at the connection node. The positional continuity condition, the first derivative continuity condition, and the second derivative continuity condition are used to construct a system of linear equations to establish a mathematical link between adjacent segments, ensuring that the entire path will not have breaks, inflection points, or abrupt curvature changes at the connection point.

[0119] The continuity conditions of position / first-order / second-order derivatives respectively refer to the fact that the coordinates of two adjacent curve segments must be consistent, the tangent direction must be consistent, and the curvature change must be continuous at the connection point.

[0120] A system of linear equations transforms the aforementioned continuity constraints into a set of equations that must be satisfied between the coefficients to be solved.

[0121] In this embodiment of the invention, a transformation matrix can be output based on the linear equation system to correlate the coefficients of higher-order terms of the polynomial with the vector to be solved, thereby establishing a mapping relationship between the internal parameters of the polynomial and the external variables to be solved, and transforming the function solving problem into a matrix operation problem.

[0122] The coefficients of higher-order terms of a polynomial are key parameters that determine the curvature of the polynomial curve. They are derived by constructing a transformation matrix and calculating the vector to be solved.

[0123] A transformation matrix is ​​an operator matrix used to represent the coefficients of a complex function as a linear combination of vectors to be solved, thereby simplifying variables.

[0124] In this embodiment of the invention, a piecewise polynomial function of each path point in the vector to be solved can be used to construct an evaluation index for quantifying the smoothness of the target driving path with respect to the second derivative of the normalized parameter. The evaluation index can then be rewritten as a quadratic function of the vector to be solved using the transformation matrix, thereby transforming the abstract requirement of "smoothing" into a mathematically computable index and simplifying the calculation form using a matrix.

[0125] The evaluation metric is based on curvature, which is physically related to the second derivative, and is used to measure the smoothness of the path.

[0126] Quadratic functions are a specific mathematical expression that facilitates the rapid optimization and solution of extrema using computer algorithms.

[0127] In this embodiment of the invention, the objective function for calculating the sum of curvature of the entire path can be based on the output of the quadratic function to determine the core optimization index, that is, to achieve the smoothest path effect by minimizing the sum of curvature of the entire path.

[0128] The objective function is the function that needs to be minimized in the optimization algorithm, and its value directly reflects the smoothness of the path.

[0129] In this embodiment of the invention, equality constraints can be determined based on the lateral position points corresponding to the initial planned path and the initial pose of the vehicle. The equality constraints are used to determine the starting point and ending point of the target driving path to be solved, so as to force that the starting point of the path must start from the current position of the vehicle and the ending point must fall back to the corrected target area.

[0130] Equality constraints are the equality relationships that must be strictly satisfied in optimization problems, and are used to lock the boundary conditions of the path.

[0131] In this embodiment of the invention, the real-time heading angle of the vehicle can be obtained, and the heading constraint can be determined using the real-time heading angle. The heading constraint is a linear equation used to ensure that the starting tangent direction of the target driving path to be solved is constrained by the driving direction of the real-time heading angle, so as to ensure that the starting direction of the planned path is completely aligned with the current actual driving direction (direction of the vehicle) and avoid trajectory bends.

[0132] A heading constraint is an angular restriction that ensures the slope of the tangent at the start of the path is consistent with the trigonometric function value corresponding to the vehicle's real-time heading angle.

[0133] In this embodiment of the invention, the physical edge positions determined by the discrete points on the left and right boundaries can be used to determine the range constraint of the lateral scaling factor in the vector to be solved. The range constraint is used to ensure that the target driving path to be solved is constrained by the range of the physical edge positions, so as to establish a rigid physical red line and ensure that the optimized smooth path will never exceed the road boundary geometrically.

[0134] Value range constraints set upper and lower limits (inequality constraints) for variables to ensure that path points are always within the drivable area formed by the left and right boundary points.

[0135] In this embodiment of the invention, under the conditions of satisfying the equality constraints, the heading constraints, and the value range constraints, a minimum numerical search is performed on the objective function to determine the objective numerical solution that minimizes the total curvature of the entire objective driving path, so as to find the optimal equilibrium point under all constraints and output the final mathematical solution.

[0136] Minimization numerical search is the process of finding the minimum value of an objective function within the feasible region using a mathematical optimizer (such as a quadratic programming solver).

[0137] This invention, through constructing a system of linear equations including position, tangent, and curvature continuity constraints, and combining road boundary constraints to minimize the objective function of curvature along the entire path, achieves the generation of a target driving path with highly smooth and continuous geometric features, while ensuring that the vehicle does not cross the boundary and conforms to the initial pose.

[0138] In an optional embodiment of the present invention, the step of generating the target driving path based on the target numerical solution includes: The second derivative correlation coefficients in the piecewise polynomial functions of each adjacent path segment are calculated using the target numerical solution and the transformation matrix, and the geometric feature quantity used to express the curvature of the target driving path to be solved is output. Based on the connection relationship between adjacent path segments at the connecting nodes, the geometric feature quantities and the path point coordinates of each path point in the vector to be solved are used to calculate the first derivative coefficients, third derivative coefficients and constant term coefficients of each piecewise polynomial function, and output the complete analytical coefficients of each path segment. Based on the complete analytical coefficients, a path equation covering the entire planning time domain is constructed, and the path equation is discretized and sampled to generate a target driving path composed of two-dimensional coordinate points.

[0139] In this embodiment of the invention, the second derivative correlation coefficients in the piecewise polynomial functions of each adjacent path segment can be calculated using the target numerical solution and the transformation matrix. The geometric feature quantity used to express the curvature of the target driving path to be solved is output. The core parameters describing the curvature of the path can be derived in reverse through the results of numerical optimization, providing a physical basis for reconstructing continuous geometric curves.

[0140] The second derivative correlation coefficient is used in polynomial mathematical expressions. The second derivative directly corresponds to the curvature in physics, and this coefficient determines the degree of curvature of a path at a specific location.

[0141] Geometric features are numerical values ​​used to quantitatively describe the spatial morphology of a path. In this step, they specifically refer to the set of parameters that reflect the curvature distribution at various points along the entire path.

[0142] In this embodiment of the invention, based on the connection relationship between adjacent path segments at the connecting nodes, the geometric feature quantities and the path point coordinates of each path point in the vector to be solved are used to calculate the first derivative coefficients, third derivative coefficients, and constant term coefficients of each piecewise polynomial function, and output the complete analytical coefficients of each path segment. By utilizing the geometric constraints that require a smooth transition between path segments, all unknown terms of the polynomial equation can be completed, thereby obtaining the accurate mathematical expression of each path segment.

[0143] The connection relationship can refer to the mathematical logic that adjacent path segments must satisfy at the connection point: positional continuity (no break), slope continuity (no bend), and curvature continuity (no abrupt change).

[0144] The first-order, third-order, and constant coefficients respectively represent: the first-order derivative coefficient defines the tangential heading of the path, the third-order derivative coefficient reflects the rate of change of curvature (jerk-related geometric expression), and the constant coefficient locks the absolute spatial position of the path.

[0145] Complete analytic coefficients refer to all the coefficients required to construct a higher-order polynomial function, which can uniquely determine the trajectory of the curve in space.

[0146] In this embodiment of the invention, a path equation covering the entire planning time domain can be constructed based on the complete analytical coefficients, and the path equation can be discretized and sampled to generate a target driving path composed of two-dimensional coordinate points, so as to transform the abstract mathematical function into a specific coordinate sequence that the vehicle control actuator can directly identify and track.

[0147] The path equation is a continuous function consisting of complete analytical coefficients, which describes the ideal trajectory of a vehicle in space from its starting position to its ending position.

[0148] Discretization sampling extracts a series of high-precision two-dimensional geographic coordinate points (X, Y) from the continuous equation according to a set resolution, forming a set of path points that can be tracked by the underlying actuator.

[0149] This invention maps the numerical solution obtained from optimization to high-order continuous analytical coefficients, and uses these to construct piecewise polynomial path equations. This ensures that the final generated discretized target driving path has extremely high geometric smoothness and second derivative continuity at the node connections, thereby providing a trajectory that is easier to track stably for vehicles under tire blowout conditions.

[0150] For example, embodiments of the present invention can model the minimum curvature path planning problem in the following manner: 1. Calculation of the sum of path curvature: As mentioned earlier, the reference lines are arranged at a fixed length. (Preset calibration available) All are divided into (Preset calibration) segments, therefore, the target driving path to be solved is also divided into Each segment of the target driving path to be solved is represented by a cubic polynomial:

[0151] in, The arc length parameter refers to the cumulative length of the path points on the reference line. Let be the normalized length of a point in each small segment of the path to be determined. ; The length of each small path segment; The arc length at the starting point of this short path segment, and the second-order reciprocal coefficient term. yes The coefficient of . Physically, it is proportional to the second derivative (i.e., curvature-related quantity) at the starting point of the path segment.

[0152] According to the formula for calculating curvature in a plane with arc length as the parametric variable, the square of the curvature at a point on a short path segment is:

[0153] Assuming each path segment has the same length, that is

[0154] in, If is a constant, then the square of the curvature of each small path segment can be written as:

[0155] Ignoring constant coefficients, the sum of curvature along the entire path is denoted as:

[0156] 2. Rewriting the expression for the sum of curvature: Taking the polynomial on the horizontal axis as an example (the derivation of the vertical axis is similar), the derivation is as follows:

[0157] As mentioned earlier, if the path is divided into n-1 segments of a cubic polynomial, then n nodes are generated, and the vector x formed by their x-coordinates is... For the i-th polynomial (1) in, .

[0158] 1) Based on the continuity condition, we have:

[0159] Substituting into (1), we get: (2) 2) According to the continuity condition of the first derivative, we have:

[0160] Right now (3) 3) According to the continuity condition of the second derivative, we have:

[0161] Right now

[0162] Rearranging the terms, we get: (4) 4) According to the boundary conditions, the second derivative at both ends of the path is 0, that is...

[0163]

[0164] achievable

[0165]

[0166] Combining equations (1), (2), (3), and (4), we can obtain: (5) (6) set up ,but

[0167] Recorded as ,therefore Where A is a tridiagonal matrix whose diagonal elements reflect the continuity constraints of the second derivatives of adjacent path segments at nodes; B is a sparse matrix used to map the coordinates x of discrete path points to the second derivative space.

[0168] because

[0169] so (7) make

[0170] but

[0171] The original expression is thus proven.

[0172] The purpose of the second derivative transformation matrix D is to simplify the solution process of complex systems of continuity equations into a linear operator, so that the second derivative can be directly calculated from the nodal coordinate vector x. because

[0173] in, , .

[0174] but

[0175] but

[0176] Similarly

[0177] therefore

[0178]

[0179] Ignoring the constant term, we can obtain

[0180] 3. Construction of Constraint Problems: 1) Initial / Endpoint Position Constraints: Based on the vehicle's current position and the corrected target position, the corresponding [location] can be calculated respectively. , Write it in matrix form

[0181] 2) Initial heading constraints: Initial heading angle The corresponding constraints are: tan = tan

[0182] because , ,therefore

[0183] Will , , Use respectively By representing and substituting into the above formula, we can establish the relationship between... The equation is denoted as

[0184] Driving area constraints: Since the vehicle's path should be within the drivable area, the value at each node can be calculated based on the above description. , For each node:

[0185] For all nodes, write it in vector form:

[0186] in, , These are the first derivatives of the path polynomial at t=0, and they represent the tangent slope components at the starting point of the path in the initial heading constraint formula.

[0187] 4) The entire constraint problem can be written as:

[0188] Among them, A pos With b pos These are position constraint matrices and vectors. They are used to forcibly lock the vehicle's current position (k0, starting point) and the corrected target lateral position (l_correct) (kn-1, ending point). kmin and kmax refer to the boundary values ​​of the lateral scaling factor ki. Typically, k∈ [0, 1], where 0 represents being completely on the right boundary and 1 represents being completely on the left boundary, thus ensuring that the generated path always remains within the drivable area.

[0189] Solving the above optimization problem will yield the following results. The vector can be determined by equation (7). It can be determined by equation (4) It can be determined by equation (5) It can be determined by equation (1) By following the steps described above, the location of each waypoint can be determined, as can the coefficients of each cubic polynomial segment, thus obtaining the final target driving path.

[0190] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0191] In addition, this application also provides an electronic device 50, please refer to... Figure 5 It includes a processor 510 and a memory 520, wherein the memory 510 is used to store computer programs; and the processor 520 is used to execute the programs stored in the memory 510 to implement the vehicle control method described in any embodiment of this application.

[0192] This invention also discloses a vehicle that includes the aforementioned electronic equipment.

[0193] like Figure 6 As shown, in another embodiment of the present invention, a computer-readable storage medium 601 is also provided, which stores instructions that, when executed on a computer, cause the computer to perform the vehicle control method described in the above embodiments.

[0194] In this application, "multiple" refers to two or more.

[0195] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0196] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0197] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0198] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0199] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to the detection that the vehicle is in a tire blowout condition, the instantaneous yaw rate, real-time vehicle speed and real-time steering wheel angle of the vehicle are obtained; The target yaw rate of the vehicle under the tire blowout condition is calculated based on the real-time vehicle speed and the real-time steering wheel angle. The correction amount is calculated using the instantaneous yaw rate and the target yaw rate; The target driving path for the tire blowout condition is determined by the correction amount. The vehicle is controlled to travel along the target driving path under the tire blowout condition.

2. The method according to claim 1, characterized in that, The step of calculating the target yaw rate of the vehicle under the tire blowout condition based on the real-time vehicle speed and the real-time steering wheel angle includes: Obtain the wheelbase of the vehicle and the steering characteristic parameters that reflect the vehicle's steering characteristics; The vehicle stability factor of the vehicle is determined by the wheelbase and the steering characteristic parameters; The pure geometric steering relationship of the vehicle is determined using the wheelbase and the real-time vehicle speed; The vehicle stability factor and the real-time vehicle speed are used to determine a correction coefficient that expresses the degree of correction of steering sensitivity by vehicle speed; The target yaw rate of the vehicle under the tire blowout condition is calculated using the pure geometric steering relationship, the correction coefficient, and the real-time steering wheel angle.

3. The method according to claim 1 or 2, characterized in that, The step of calculating the correction amount using the instantaneous yaw rate and the target yaw rate includes: A discriminant is constructed using the instantaneous yaw rate and the target yaw rate to quantify the degree of tire blowout instability of the vehicle and to calculate the lateral compensation amount. When the discriminant determines that the vehicle is understeering under the tire blowout condition, a first lateral compensation amount is output to overcome the understeering. When the discriminant determines that the vehicle is oversteer under the tire blowout condition, a second lateral compensation amount is output to overcome the oversteer. The first lateral compensation amount, or the second lateral compensation amount, is determined as the correction amount.

4. The method according to claim 3, characterized in that, Before the step of determining the target driving path for the tire blowout condition using the correction amount, the method further includes: Obtain the left boundary discrete point of the left boundary and the right boundary discrete point of the right boundary, which are used to represent the drivable area of ​​the vehicle in the current driving road. Using the discrete points on the left and right boundaries, and the lateral scaling factor used to express the relative positions of the path points to be solved, a linear combination function of the path point coordinates is constructed. The linear combination function transforms the two-dimensional coordinates of the path point to be solved into an interpolation result between the discrete points on the left and right boundaries; the interpolation result is a single scalar coefficient used to express the position information of the path point to be solved. Based on the single scalar coefficient, the lateral scale coefficients of all path points to be solved on the target driving path are vectorized and encapsulated to output a solution vector that describes the path geometry of the target driving path.

5. The method according to claim 4, characterized in that, The step of determining the target driving path for the tire blowout condition using the correction amount includes: The original lane center target is determined using the discrete points of the left and right boundaries. The first lateral compensation amount, or the second lateral compensation amount, is used to perform an offset correction operation on the original lane center target to generate an initial planned path; Based on the initial planned path as a constraint, the target numerical solution that makes the entire path smoothest is determined in the curvature evaluation function constructed from the vectors to be solved, and the target driving path is generated based on the target numerical solution.

6. The method according to claim 5, characterized in that, The step of determining the objective numerical solution that makes the entire path smoothest in the curvature evaluation function constructed from the vectors to be solved, based on the initial planned path as a constraint, includes: Based on the order of the path points to be solved in the vector to be solved, the target driving path to be solved is divided into multiple adjacent path segments, and a piecewise polynomial function for each adjacent path segment is established. The piecewise polynomial function is used to determine the positional continuity condition, first derivative continuity condition, and second derivative continuity condition of the adjacent path segments at the connecting nodes, and the positional continuity condition, the first derivative continuity condition, and the second derivative continuity condition are used to construct a system of linear equations. The linear equation system outputs a transformation matrix that correlates the coefficients of higher-order terms of the polynomial with the vector to be solved. Using the piecewise polynomial function of each path point in the vector to be solved, an evaluation index for quantifying the smoothness of the target driving path is constructed with the second derivative of the normalized parameter. The evaluation index is then rewritten as a quadratic function of the vector to be solved using the transformation matrix. The objective function is output based on the quadratic function to calculate the sum of curvature along the entire path. Based on the lateral position points corresponding to the initial planned path and the initial pose determination equation constraints of the vehicle, the equation constraints are used to determine the starting point position and the ending point position of the target driving path to be solved. The real-time heading angle of the vehicle is obtained, and the heading constraint is determined using the real-time heading angle; the heading constraint is a linear equation used to ensure that the starting tangent direction of the target driving path to be solved is constrained by the driving direction of the real-time heading angle. Using the physical edge positions determined by the discrete points of the left and right boundaries, a range constraint is determined for the lateral scaling factor in the vector to be solved. The range constraint is used to ensure that the target driving path to be solved is constrained by the range of the physical edge positions. Under the conditions of satisfying the equality constraints, the heading constraints, and the value range constraints, the objective numerical solution that minimizes the total curvature of the entire objective driving path is determined by performing a minimization numerical search on the objective function.

7. The method according to claim 6, characterized in that, The step of generating the target driving path based on the target numerical solution includes: The second derivative correlation coefficients in the piecewise polynomial functions of each adjacent path segment are calculated using the target numerical solution and the transformation matrix, and the geometric feature quantity used to express the curvature of the target driving path to be solved is output. Based on the connection relationship between adjacent path segments at the connecting nodes, the geometric feature quantities and the path point coordinates of each path point in the vector to be solved are used to calculate the first derivative coefficients, third derivative coefficients and constant term coefficients of each piecewise polynomial function, and output the complete analytical coefficients of each path segment. Based on the complete analytical coefficients, a path equation covering the entire planning time domain is constructed, and the path equation is discretized and sampled to generate a target driving path composed of two-dimensional coordinate points.

8. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; The memory is used to store computer programs; When the processor executes a program stored in the memory, it implements the method as described in any one of claims 1-7.

9. A vehicle, characterized in that, It includes the electronic device as described in claim 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1-7.

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