Tire burst control method and device of vehicle, vehicle and storage medium

Abstract

A method, device, vehicle, and storage medium for tire blowout control of a vehicle are disclosed, relating to the field of active safety technology for automobiles. The method includes: acquiring the vehicle's current state information and tire blowout information; adjusting the current state information based on the tire blowout information to obtain tire blowout state information after the blowout, wherein the tire blowout state information includes the actual yaw rate and actual sideslip angle of the vehicle after the blowout; if the vehicle is in an unstable state, acquiring the vehicle's desired yaw rate and desired sideslip angle, and determining a sliding surface control function based on the desired yaw rate, desired sideslip angle, actual yaw rate, and actual sideslip angle; determining a balancing yaw moment based on the sliding surface control function, and controlling the non-blowout wheels based on the balancing yaw moment and the tire blowout information. This application controls the vehicle based on the corrected state information, improving the accuracy of tire blowout control.

Description

Technical Field

[0001] This application relates to the field of active safety technology for automobiles, and more specifically, to a tire blowout control method, device, vehicle, and storage medium for a vehicle. Background Technology

[0002] When a vehicle is traveling at high speed, a tire blowout causes a drastic change in the tire's mechanical properties (such as rolling radius and stiffness) within a very short time, generating an additional yaw moment. Ultimately, this additional yaw moment can cause the vehicle to yaw sharply or even roll over. Currently, stability control systems such as ESP (Electronic Stability Program) are primarily used to control vehicle instability caused by a tire blowout. However, the control logic and response speed of ESP systems are insufficient to handle the extreme transient conditions of a tire blowout at high speeds. While some academic research exists, it generally suffers from insufficient tire model accuracy and weak controller robustness. Therefore, improving the response speed and control accuracy of vehicles in the event of a tire blowout is a pressing issue that needs to be addressed. Summary of the Invention

[0003] In view of this, embodiments of this application propose a method, apparatus, vehicle, and storage medium for controlling tire blowout in vehicles, in order to improve the above-mentioned problems.

[0004] According to a first aspect of the embodiments of this application, a tire blowout control method for a vehicle is provided. The method includes: acquiring current state information of the vehicle and tire blowout information of the vehicle; adjusting the current state information according to the tire blowout information to obtain tire blowout state information of the vehicle after the tire blowout, wherein the tire blowout state information includes the actual yaw rate and the actual sideslip angle of the vehicle after the tire blowout; if the vehicle is in an unstable state, acquiring the desired yaw rate and the desired sideslip angle of the vehicle, and determining a sliding surface control function according to the desired yaw rate, the desired sideslip angle, the actual yaw rate, and the actual sideslip angle; determining a balancing yaw moment according to the sliding surface control function, and controlling the non-blowout wheels according to the balancing yaw moment and the tire blowout information.

[0005] In some embodiments, determining the sliding surface control function based on the desired yaw rate, the desired centroid sideslip angle, the actual yaw rate, and the actual centroid sideslip angle includes: determining the yaw rate error based on the desired yaw rate and the actual yaw rate, and determining the centroid sideslip angle error based on the desired centroid sideslip angle and the actual centroid sideslip angle; obtaining weight allocation coefficients, and determining the sliding surface control function based on the yaw rate error, the centroid sideslip angle error, and the weight allocation coefficients.

[0006] In some embodiments, determining the equilibrium yaw moment based on the sliding surface control function includes: obtaining the approach rate and the coefficient of the exponential approach term, and determining the exponential approach law based on the approach rate, the coefficient of the exponential approach term, and the sliding surface control function; obtaining the two-degree-of-freedom model of the vehicle, and determining the equilibrium yaw moment based on the two-degree-of-freedom model, the tire blowout information, and the exponential approach law.

[0007] In some embodiments, controlling the non-exploded tire wheel based on the balance yaw moment and the tire blowout information includes: determining the current operating condition of the vehicle based on the vehicle's current state information, and determining the tire blowout wheel of the vehicle based on the tire blowout information; determining the target control wheel based on the current operating condition and the blowout wheel; distributing the balance yaw moment to determine the distribution torque of the target control wheel, and controlling the target control vehicle based on the distribution torque.

[0008] In some embodiments, determining the target control wheel based on the current operating condition and the blown tire wheel includes: if the current operating condition is a straight-going condition, then determining the wheel opposite to the blown tire wheel as the target control wheel; if the current operating condition is a turning condition, then determining the rear wheel closer to the curve or the front wheel farther from the curve as the target control wheel.

[0009] In some embodiments, before obtaining the desired yaw rate and desired center-of-gravity sideslip angle of the vehicle if the vehicle is in an unstable state, the method further includes: obtaining the vehicle's current speed, the vehicle's steady-state yaw rate and heading angle in a stable state, and the distance from the front axle to the rear axle of the vehicle; determining the tire sideslip angle difference between the front axle wheels and the rear axle wheels of the vehicle based on the current speed, the steady-state yaw rate, the heading angle, and the distance; and determining whether the vehicle is in a stable state based on the tire sideslip angle difference.

[0010] In some embodiments, determining whether the vehicle is in a stable state based on the tire slip angle difference includes: if the tire slip angle difference is equal to 0, then determining that the vehicle is in a stable state; if the tire slip angle difference is greater than or equal to 0, then determining that the vehicle is in an unstable state.

[0011] According to a second aspect of the embodiments of this application, a tire blowout control device for a vehicle is provided. The device includes: a first acquisition module, configured to acquire current state information of the vehicle and tire blowout information of the vehicle; a tire blowout state information determination module, configured to adjust the current state information according to the tire blowout information to obtain tire blowout state information of the vehicle after a tire blowout, wherein the tire blowout state information includes the actual yaw rate and the actual sideslip angle of the vehicle after a tire blowout; a sliding surface control function determination module, configured to acquire the desired yaw rate and the desired sideslip angle of the vehicle when the vehicle is in an unstable state, and determine a sliding surface control function according to the desired yaw rate, the desired sideslip angle, the actual yaw rate, and the actual sideslip angle; and a control module, configured to determine a balancing yaw moment according to the sliding surface control function, and control the non-blowout wheels according to the balancing yaw moment and the tire blowout information.

[0012] According to a third aspect of the embodiments of this application, a vehicle is provided, including: a processor; a memory storing computer-readable instructions, which, when executed by the processor, implement the tire blowout control method of the vehicle as described above.

[0013] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, on which computer-readable instructions are stored, which, when executed by a processor, implement the tire blowout control method for a vehicle as described above.

[0014] In this application, the vehicle's current state information is first adjusted based on the obtained tire blowout information to obtain the actual yaw rate and actual sideslip angle after the tire blowout. Then, when the vehicle is determined to be in an unstable state, a sliding surface control function is determined based on the obtained desired yaw rate and desired sideslip angle, as well as the actual yaw rate and actual sideslip angle. This allows for the determination of the balancing yaw moment to balance the vehicle. Finally, the balancing yaw moment and tire blowout information are used to control the non-blowout wheels, achieving control after a tire blowout and vehicle instability. This application improves the accuracy of tire blowout control by promptly correcting the vehicle's state information based on the blowout information, ensuring vehicle control based on the corrected state information. Furthermore, determining the balancing yaw moment using the sliding surface control function effectively suppresses severe parameter perturbations and external disturbances caused by the tire blowout, further ensuring the accuracy of control after a tire blowout.

[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the embodiments of this application. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] Figure 1 This is a schematic diagram of a tire blowout control system for a vehicle according to an embodiment of this application; Figure 2 This is a schematic flowchart illustrating a tire blowout control method for a vehicle according to an embodiment of this application; Figure 3 This is a schematic flowchart illustrating a tire blowout control method for a vehicle according to another embodiment of this application; Figure 4 This is a schematic flowchart illustrating a tire blowout control method for a vehicle according to another embodiment of this application; Figure 5 This is a schematic flowchart of a tire blowout control method for a vehicle according to another embodiment of this application; Figure 6 This is a schematic flowchart of a tire blowout control method for a vehicle according to another embodiment of this application; Figure 7 This is a block diagram of a tire blowout control device for a vehicle according to an embodiment of this application; Figure 8 This is a hardware structure diagram of a vehicle according to an embodiment of this application.

[0018] The accompanying drawings have illustrated specific embodiments of the present application. More detailed descriptions will follow. These drawings and descriptions are not intended to limit the scope of the present application's embodiments in any way, but rather to illustrate the concepts of the present application's embodiments to those skilled in the art through specific embodiments. Detailed Implementation

[0019] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0020] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0021] Please see Figure 1 , Figure 1 This application illustrates a tire blowout control system for a vehicle according to an embodiment of the present application, such as... Figure 1 As shown below, the method for implementing tire blowout control in a vehicle is illustrated by an example.

[0022] In one alternative implementation, the vehicle tire blowout control system 100 includes a signal acquisition and processing module 110, a high-precision tire blowout vehicle model module 120, and a hierarchical control module 130. The signal acquisition and processing module 110, the high-precision tire blowout vehicle model module 120, and the hierarchical control module 130 refer to software modules or related modules.

[0023] For example, the signal acquisition and processing module 110 is used to acquire vehicle status signals and tire blowout signals in real time. The vehicle status signals include yaw rate, center of gravity sideslip angle, longitudinal vehicle speed and steering wheel angle, and the tire blowout signal includes the time of tire blowout and the location of the blowout tire.

[0024] A high-precision tire blowout vehicle model module 120, connected to a signal acquisition and processing module 110, is used to dynamically correct tire model parameters based on the blowout signal and calculate the vehicle's motion state after the blowout based on the corrected model. Optionally, the high-precision tire blowout vehicle model module 120 includes a blowout tire model unit 121 and a vehicle dynamics model unit 122. The blowout tire model unit 121, based on the magic formula tire model, performs time-varying corrections on the effective rolling radius, longitudinal slip stiffness, and lateral stiffness parameters of the tire during the blowout duration based on the blowout signal, to output the tire's longitudinal and lateral forces under the blowout state in real time. The vehicle dynamics model unit 122, connected to the blowout tire model unit 121, receives the tire forces under the blowout state and integrates them into a multi-degree-of-freedom vehicle dynamics model including yaw and roll degrees of freedom, calculating the vehicle's motion state, which includes at least the actual yaw rate and the actual center-of-gravity sideslip angle.

[0025] The hierarchical control module 130 has its input connected to the output of the signal acquisition and processing module 110 and the high-precision tire blowout vehicle model module 120, and its output connected to the vehicle's brake actuator. The hierarchical control module 130 includes an upper-level controller 131 and a lower-level controller 132. The upper-level controller calculates the balancing yaw moment required to maintain vehicle stability using a sliding mode variable structure control algorithm, based on the deviation between the actual yaw rate, the actual sideslip angle, and the desired yaw rate and desired sideslip angle determined by the longitudinal vehicle speed and steering wheel angle. The lower-level controller calculates and outputs braking torque commands acting on one or more target wheels based on the balancing yaw moment and the location of the blown tire, according to a predetermined brake wheel selection strategy.

[0026] Figure 1 The tire blowout control system of the vehicle can be used to achieve the following Figure 2 For the tire blowout control method described for the vehicle, please refer to [link / reference]. Figure 2 , Figure 2 This application illustrates a tire blowout control method for a vehicle according to an embodiment of the present application. In a specific embodiment, this tire blowout control method can be applied to, for example... Figure 7 The tire blowout control device 700 of the vehicle shown and the vehicle 800 equipped with the tire blowout control device 700 are shown. Figure 8 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a vehicle-mounted server, a cloud server, or other processors. The following will focus on... Figure 2 The process shown is described in detail. The tire blowout control method for the vehicle may specifically include the following steps 210-240.

[0027] Step 210: Obtain the current status information of the vehicle and the tire blowout information of the vehicle.

[0028] As an alternative approach, in order to quickly respond to and control a vehicle after a tire blowout, the current status information of the vehicle and the tire blowout information are immediately obtained after a tire blowout is confirmed. This allows for tire blowout control of the vehicle based on the current status information and the tire blowout information.

[0029] Optionally, the vehicle's current status information may include the vehicle's speed, heading angle, tire steering angle, and steering wheel angle, while the vehicle's tire blowout information may include the timestamp of the tire blowout, the position of the wheel where the blowout occurred, and the number of wheels that experienced the blowout.

[0030] Step 220: Adjust the current state information according to the tire blowout information to obtain the tire blowout state information after the tire blowout of the vehicle, wherein the tire blowout state information includes the actual yaw rate and the actual center of gravity sideslip angle of the vehicle after the tire blowout.

[0031] As an alternative approach, since the current status information obtained after a tire blowout cannot be updated in a timely manner to reflect the post-blowout state, it is necessary to determine the specific control parameters based on the real-time status of the vehicle after the blowout in order to control the vehicle in a timely manner. This is the only way to control a vehicle that experiences a tire blowout while driving at high speed and ensure driving safety.

[0032] In some alternative embodiments, after a tire blowout, the vehicle's tire mechanics changes drastically, resulting in significant lateral and longitudinal forces. This causes changes in the vehicle's actual yaw rate and actual sideslip angle. To accurately determine the vehicle's actual yaw rate and actual sideslip angle, the tire model after the blowout can be modified based on blowout information and the Magic Formula tire model. Based on this modified blowout tire model, the longitudinal and lateral forces after the blowout are obtained. Finally, the vehicle's actual yaw rate and actual sideslip angle are determined by combining the vehicle dynamics model with the longitudinal and lateral forces after the blowout.

[0033] Optionally, modifying the tire model after a tire blowout based on the blowout information and the Magic Formula tire model can be done by performing time-varying corrections on the key mechanical parameters of the i-th tire when it blows out, in order to simulate the blowout process (during the continuous changes in the vehicle body after the blowout) and the vehicle's steady state after the blowout.

[0034] Optionally, after a tire blowout, the tire's geometry and mechanical properties change drastically, rendering the original calibrated rolling radius invalid. If the effective rolling radius is not re-determined or estimated, the established parameters for vehicle stability control will be inaccurate. Therefore, the effective rolling radius, longitudinal slip stiffness, and lateral slip stiffness of the vehicle after a blowout can be determined first. Based on these parameters, the longitudinal and lateral braking forces after the blowout can be determined. Finally, based on the longitudinal and lateral braking forces combined with the vehicle dynamics model, the actual yaw rate and actual center-of-gravity sideslip angle of the vehicle can be determined.

[0035] Alternatively, it can be done through the formula ,in, R is the free radius of a normally inflated tire on a vehicle. The initial moment when a tire blowout occurs. This refers to the duration of a tire blowout. It can be calculated using a formula. To determine the longitudinal slip stiffness correction factor after a tire blowout, among which... The longitudinal slip stiffness of the vehicle under normal conditions, and the formula... To determine the sideslip stiffness correction factor after a tire blowout. This represents the longitudinal slip stiffness of the vehicle under normal conditions. Optionally, based on extensive experimental data, after a tire blowout, the longitudinal slip stiffness and lateral slip stiffness decrease to approximately 28% and 25% of their normal values, respectively. Therefore, 0.28 and 0.25 can be used as coefficients to correct for the longitudinal slip stiffness and lateral slip stiffness.

[0036] Optionally, after determining the vehicle's effective rolling radius, longitudinal slip stiffness, and lateral stiffness after a tire blowout, the rolling resistance coefficient can be determined using these parameters. Based on this rolling resistance coefficient, the longitudinal braking force and lateral braking force after a tire blowout can be determined separately. For example, the longitudinal braking force can be determined by multiplying the rolling resistance coefficient by the vehicle's vertical load.

[0037] Alternatively, an eight-DOF model, comprising four body degrees of freedom (longitudinal, lateral, yaw, and roll) and four wheel rotation degrees of freedom, can be used as the vehicle dynamics model to determine the vehicle's yaw motion. , where is the yaw moment when the vehicle is driving normally, is the instability moment caused when the vehicle experiences a tire blowout, and is the balancing yaw moment used to balance the instability moment in order to ensure stable vehicle operation.

[0038] Optionally, based on the vehicle dynamics model, the lateral motion of the vehicle can be determined as follows: And lateral movement: Where m is the total vehicle mass. The lateral velocity of the center of mass. For longitudinal vehicle speed, The yaw rate is angular velocity. For the sprung mass, The height of the spring-loaded center of mass from the roll axis. The roll angle is... For the front wheel steering angle, This is the sum of the lateral forces of all tires. and The longitudinal forces on the left and right front wheels. and The lateral forces are those on the left and right rear wheels. This is the lateral component of the longitudinal force on the front wheels due to the steering angle. The lateral forces on the left front wheel and right rear wheel are directly along the vehicle's y-axis. For the longitudinal components of the front wheel and the right rear wheel, Let be the moment of inertia of the sprung mass about the roll axis. For the tilting lever arm, It is the product of inertia (coupled yaw and roll). This is the yaw acceleration. and For the roll stiffness of the front and rear suspensions, and The roll damping of the front and rear suspensions is used to deduce the yaw motion of the vehicle.

[0039] Optionally, the longitudinal and lateral velocities at the vehicle's center of gravity jointly determine the vehicle's sideslip angle, while the integral of the yaw rate yields the vehicle's yaw angle. The sideslip angle and yaw angle together determine the vehicle's heading angle. When the sideslip angle is relatively small, the vehicle's heading angle is approximately equal to the yaw angle, at which point the yaw rate determines the vehicle's stable state. Therefore, the vehicle's sideslip angle and yaw rate can be selected as control targets, and a two-degree-of-freedom model of the vehicle can be established, resulting in: ,in, For the front wheel steering angle, The sideslip angle is the angle of the centroid. The yaw rate is angular velocity. Let be the vehicle's moment of inertia about the Z-axis, 'a' be the distance from the vehicle's center of mass to the front axle, and 'b' be the distance from the vehicle's center of mass to the rear axle. For the front wheel lateral stiffness of the vehicle, The rear wheel sideslip stiffness of the vehicle can be used to determine the vehicle's desired yaw rate and desired sideslip angle using this formula. It can also be used to determine the vehicle's actual yaw rate and actual sideslip angle using this formula.

[0040] Step 230: If the vehicle is in an unstable state, the desired yaw rate and desired center of mass sideslip angle of the vehicle are obtained, and the sliding surface control function is determined based on the desired yaw rate, the desired center of mass sideslip angle, the actual yaw rate and the actual center of mass sideslip angle.

[0041] As an alternative approach, during vehicle operation, driver input generates yaw moments. When a tire blowout occurs, the reduced effective rolling radius, increased rolling resistance, and altered braking and driving forces of the blown tire lead to additional yaw moments. Whether these additional yaw moments cause vehicle instability depends on the specific location of the blown tire. Therefore, it is necessary to determine if the vehicle is in an unstable state. Only when instability is confirmed will the sliding surface control function determine the tire blowout control parameters, and vehicle control will be based on these parameters.

[0042] In some alternative embodiments, since the front wheels of a vehicle are primarily responsible for steering, while the rear wheels do not directly control steering, the location of the blown tire can be determined based on the tire blowout information. If the blowout is determined to be a front wheel, the vehicle is considered to be in an unstable state. If the blowout is determined to be a rear wheel, the difference between the front and rear wheel slip angles can be used to determine if the vehicle is in an unstable state. If the difference indicates that the rear wheel slip angle is larger, it can be determined that the vehicle tends to reduce its turning radius or even rotate, i.e., oversteer, which can easily lead to vehicle instability.

[0043] Optionally, when it is determined that the vehicle is in an unstable state, it can be determined that the vehicle needs to be controlled at this time to avoid the additional yaw moment generated after a tire blowout, which could cause the vehicle to lose control and lead to a safety accident. The desired yaw rate and desired sideslip angle of the vehicle can be obtained first. Based on the desired yaw rate, desired sideslip angle, actual yaw rate and actual sideslip angle, the sliding surface control function can be determined. Then, the control parameters of the vehicle can be determined by the sliding controller corresponding to the sliding surface control function, thereby realizing the tire blowout control of the vehicle.

[0044] Optionally, based on the vehicle's reference state information before the tire blowout and a two-degree-of-freedom vehicle model, the vehicle's yaw rate and sideslip angle before the blowout can be calculated. These yaw rate and sideslip angle, measured in decibels, are then determined as the desired yaw rate and desired sideslip angle. Optionally, to ensure the accuracy of the obtained desired yaw rate and desired sideslip angle, the vehicle's navigation route or planned path can be obtained, and the desired yaw rate and desired sideslip angle can be determined based on this route.

[0045] Optionally, sliding mode control is a robust nonlinear control method that designs a sliding surface to allow the system state to reach and slide along the sliding surface within a finite time, thereby achieving stable control and trajectory tracking of the vehicle. Its core idea is to constrain the vehicle's state to a defined sliding surface, so that the vehicle can quickly reach the stable state corresponding to the sliding surface from the tire blowout state.

[0046] Optionally, a standard error sliding surface can be determined based on the desired yaw rate, desired centroid sideslip angle, actual yaw rate, and actual centroid sideslip angle, thereby obtaining the sliding surface control function. Specifically, the standard error sliding surface can be determined by determining the yaw rate error between the desired and actual yaw rates, and the centroid sideslip angle error between the desired and actual centroid sideslip angles.

[0047] Step 240: Determine the balancing yaw moment based on the sliding surface control function, and control the non-blowout tires based on the balancing yaw moment and the tire blowout information.

[0048] As an alternative approach, to ensure the vehicle remains stable after a tire blowout, after determining the sliding surface control function, the yaw moment required to balance the vehicle after a tire blowout can be determined through the sliding surface control function. This allows for the control of the non-blowout wheels of the vehicle based on the yaw moment, thus ensuring the vehicle's stability.

[0049] In some alternative embodiments, the sliding surface control function can be a function corresponding to a standard error sliding surface. In order to keep the vehicle stable after a tire blowout, the sliding surface control function can be used as the objective function to derive the equilibrium yaw moment when the objective function is 0.

[0050] Optionally, in order to accurately control a vehicle that has experienced a tire blowout, after determining the balancing yaw moment, the positions of the blowout wheel and the non-blowout wheels can be determined based on the blowout information. The balancing yaw moment is then distributed to the non-blowout wheels based on the positions of the blowout and non-blowout wheels, thereby obtaining the braking torque for each non-blowout wheel and thus controlling the vehicle that has experienced a tire blowout.

[0051] In the embodiments of this application, the current state information of the vehicle is first adjusted based on the obtained tire blowout information to obtain the actual yaw rate and actual sideslip angle after the tire blowout. Then, when it is determined that the vehicle is in an unstable state, a sliding surface control function is determined based on the obtained expected yaw rate and expected sideslip angle, and the actual yaw rate and actual sideslip angle. This allows the balance yaw moment of the vehicle to be determined based on the sliding surface control function. Finally, the balance yaw moment and the tire blowout information are used to control the non-blowout wheels, thus achieving control of the vehicle after a tire blowout and instability. This application improves the accuracy of tire blowout control by promptly correcting the vehicle's state information based on the blowout information, ensuring that the vehicle can be controlled based on the corrected state information. Furthermore, by determining the balance yaw moment of the vehicle through the sliding surface control function, the severe parameter perturbations and external interference caused by the tire blowout are effectively suppressed, further ensuring the accuracy of control after a tire blowout.

[0052] Please see Figure 3 , Figure 3 This application illustrates a tire blowout control method for a vehicle according to an embodiment of the present application. The following will focus on... Figure 3 The process shown is described in detail. The tire blowout control method for the vehicle may specifically include the following steps 310-360.

[0053] Step 310: Obtain the current status information of the vehicle and the tire blowout information of the vehicle.

[0054] Step 320: Adjust the current state information according to the tire blowout information to obtain the tire blowout state information after the tire blowout of the vehicle, wherein the tire blowout state information includes the actual yaw rate and the actual sideslip angle of the center of gravity of the vehicle after the tire blowout.

[0055] Step 330: If the vehicle is in an unstable state, then obtain the desired yaw rate and desired sideslip angle of the vehicle.

[0056] Step 340: Determine the yaw rate error based on the expected yaw rate and the actual yaw rate, and determine the centroid sideslip angle error based on the expected centroid sideslip angle and the actual centroid sideslip angle.

[0057] As an alternative approach, since sliding mode control mainly involves setting the corresponding sliding surface to make the vehicle's state gradually approach the ideal state, the corresponding sliding surface control function can be set by determining the yaw rate error between the desired yaw rate and the actual yaw rate, as well as the centroid sideslip angle error between the desired centroid sideslip angle and the actual centroid sideslip angle.

[0058] Step 350: Obtain the weight allocation coefficients, and determine the sliding surface control function based on the yaw rate error, the centroid side slip angle error, and the weight allocation coefficients.

[0059] As an alternative approach, to balance the importance of yaw rate tracking and sideslip angle suppression, weighting coefficients can be pre-set. This allows the sliding surface control function to be determined based on the weighting coefficients, yaw rate error, sideslip angle error, and weighting coefficients. Alternatively, it can be determined using the formula... To determine the control function of the sliding surface, where, For yaw rate error, This is the error in the centroid sideslip angle. For weighting coefficients, This is the actual yaw rate. For the desired yaw rate, For the actual centroid sideslip angle, The desired centroid sideslip angle.

[0060] Step 360: Determine the balancing yaw moment based on the sliding surface control function, and control the non-blowout tires based on the balancing yaw moment and the tire blowout information.

[0061] The specific steps of steps 310-330 and the internal cycle 360 ​​can be found in steps 210-240, and will not be repeated here.

[0062] In this embodiment, sliding mode variable structure control is used to determine the balancing yaw moment. Its strong robustness can effectively suppress the severe parameter perturbations and external disturbances caused by tire blowout, ensuring the vehicle's rapid response and stability after a tire blowout, and further guaranteeing the accuracy of tire blowout control.

[0063] Please see Figure 4 , Figure 4 This application illustrates a tire blowout control method for a vehicle according to an embodiment of the present application. The following will focus on... Figure 4 The process shown is described in detail. The tire blowout control method for the vehicle may specifically include the following steps 410-450.

[0064] Step 410: Obtain the current status information of the vehicle and the tire blowout information of the vehicle.

[0065] Step 420: Adjust the current state information according to the tire blowout information to obtain the tire blowout state information after the tire blowout of the vehicle, wherein the tire blowout state information includes the actual yaw rate and the actual sideslip angle of the center of gravity of the vehicle after the tire blowout.

[0066] Step 430: If the vehicle is in an unstable state, the desired yaw rate and desired center of gravity sideslip angle of the vehicle are obtained, and the sliding surface control function is determined based on the desired yaw rate, the desired center of gravity sideslip angle, the actual yaw rate and the actual center of gravity sideslip angle.

[0067] The specific steps of steps 410-430 can be found in steps 210-230, and will not be repeated here.

[0068] Step 440: Obtain the approach rate and the coefficient of the exponential approach term, and determine the exponential approach law based on the approach rate, the coefficient of the exponential approach term, and the sliding surface control function.

[0069] As an alternative approach, in sliding mode control, the reaching law is a dynamically defined law governing the movement of the system state towards the sliding surface s=0. Therefore, the balancing yaw moment for vehicle control after a tire blowout can be determined using the reaching law method. Alternatively, the formula for the reaching law can be used... To determine the exponential reaching law, where s is the sliding surface control function. The approach rate is k, and the coefficient of the exponential approach term is k. -ks is the exponential approach term. When |s| is large, this term plays a dominant role, causing the sliding surface control function to decay rapidly to near zero at an exponential rate. As a constant velocity approaching term, when |s| is very small, the effect of the exponential approaching term weakens. The constant velocity term ensures that the vehicle reaches the state of s=0 in a finite amount of time, rather than approaching it infinitely.

[0070] Step 450: Obtain the two-degree-of-freedom model of the vehicle, and determine the balance yaw moment based on the two-degree-of-freedom model, the tire blowout information, and the exponential reaching law, and control the non-blowout wheels based on the balance yaw moment and the tire blowout information.

[0071] As an alternative approach, to accurately determine the vehicle's equilibrium yaw moment, it can be derived by combining a two-degree-of-freedom model of the vehicle and an exponential rate of convergence. Alternatively, applying an equilibrium yaw moment to the entire vehicle minimizes the difference between the actual yaw rate and sideslip angle and the desired yaw rate and sideslip angle. In this case, the two-degree-of-freedom vehicle model can be expressed as: ,in, To balance the yaw moment, , , , , , , , Then, the two-degree-of-freedom car model is simplified to obtain: Where A and B are the state matrices of the vehicle, i.e. , From this, we can deduce that: ,in, , Finally, it was deduced that... ,in, , , , .

[0072] In this embodiment, the balancing yaw moment is determined by the approach law and the sliding surface control parameters, which ensures the accuracy of the determined balancing yaw moment. Its strong robustness can effectively suppress the severe parameter perturbations and external interference caused by tire blowout, ensuring the vehicle's rapid response and stability after a tire blowout, and further ensuring the accuracy of tire blowout control.

[0073] Please see Figure 5 , Figure 5 This application illustrates a tire blowout control method for a vehicle according to an embodiment of the present application. The following will focus on... Figure 5 The process shown is described in detail. The tire blowout control method for the vehicle may specifically include the following steps 510-560.

[0074] Step 510: Obtain the current status information of the vehicle and the tire blowout information of the vehicle.

[0075] Step 520: Adjust the current state information according to the tire blowout information to obtain the tire blowout state information after the tire blowout of the vehicle, wherein the tire blowout state information includes the actual yaw rate and the actual center of gravity sideslip angle of the vehicle after the tire blowout.

[0076] Step 530: If the vehicle is in an unstable state, the desired yaw rate and desired center of mass sideslip angle of the vehicle are obtained, and the sliding surface control function is determined based on the desired yaw rate, the desired center of mass sideslip angle, the actual yaw rate and the actual center of mass sideslip angle.

[0077] The specific steps of steps 510-530 can be found in steps 210-230, and will not be repeated here.

[0078] Step 540: Determine the balancing yaw moment based on the sliding surface control function, determine the current operating condition of the vehicle based on the current state information of the vehicle, and determine the tire wheel of the vehicle that experienced the tire blowout based on the tire blowout information.

[0079] As an alternative approach, when a tire blowout occurs, the impact of the tire bursting generates an additional yaw moment on the vehicle body, a key factor affecting the car's attitude. Specifically, the combined effect of the additional yaw moment generated by changes in longitudinal and lateral forces causes the car to yaw. Since the yaw moment varies depending on the driving conditions, for example, a tire blowout while traveling straight results in a pure yaw moment (force couple), causing the vehicle to "drift off course." However, a tire blowout while turning, due to the vehicle's inherent lateral acceleration (centrifugal force), suddenly interrupts the supply of lateral force required to maintain the vehicle's circular motion, leading to skidding and "loss of control." Therefore, the specific control strategies for tire blowouts occurring while traveling straight and those occurring while turning also differ. Therefore, after determining the yaw moment based on the sliding surface control function, in order to better control the vehicle, the current operating condition of the vehicle can be determined based on the current state information of the vehicle, so as to determine the specific control strategy for the vehicle based on the current operating condition of the vehicle.

[0080] In some alternative embodiments, the distribution of braking torque to the corresponding non-blowout wheels differs depending on the specific location of the blowout wheel. Therefore, before implementing blowout control on a vehicle, the specific location of the blowout wheel within the vehicle can be determined, allowing the determined yaw moment to be distributed to all non-blowout wheels based on the location of the blowout wheel.

[0081] Optionally, the specific operating condition of the vehicle can be determined by the front wheel steering angle before the tire blowout. If the front wheel steering angle is greater than a steering angle threshold, the vehicle is determined to be turning; if the front wheel steering angle is less than or equal to the steering angle threshold, the vehicle is determined to be traveling straight.

[0082] Step 550: Determine the target control wheel based on the current operating conditions and the blown tire wheel.

[0083] As an alternative, a tire blowout while driving straight causes a sharp increase in rolling resistance on the blown side (for example, a right front tire blowout results in extremely high resistance instantly), while the thrust of the normal tire on the other side remains unchanged. This generates a huge rotational torque pointing towards the blown side, causing the vehicle to feel as if it's being pulled sharply towards the blown tire. However, a tire blowout while turning, aside from the resistance changes seen in straight-line driving, relies on the lateral force of the tires for turning. A blowout while turning causes an almost complete loss of lateral grip, causing the vehicle to instantly lose its turning ability, lurching forward tangentially, or experiencing a violent fishtail due to uneven grip on both sides.

[0084] In some alternative embodiments, since the front wheels of a vehicle are primarily related to steering control while the rear wheels are primarily related to vehicle stability during operation, the control strategy differs depending on the location of the blown-out wheel. Therefore, to ensure driving safety and control accuracy after a tire blowout, the target control wheel can be determined by combining the vehicle's current operating conditions and the specific location of the blown-out wheel, and then the vehicle can be controlled by allocating corresponding braking torque to the target control wheel.

[0085] In some embodiments, step 550 includes: if the current working condition is a straight-going working condition, then determining the wheel opposite to the wheel with the blown tire as the target control wheel; if the current working condition is a turning working condition, then determining the rear wheel closer to the curve or the front wheel farther away from the curve as the target control wheel.

[0086] As an alternative approach, when the current operating condition is determined to be a straight-moving condition, since the front tires are the primary tires affecting the vehicle's body posture, if the blown tire is a front tire, the tire opposite the blown tire is designated as the target control wheel. This allows for tire blowout control by applying braking force to the opposite wheel. For example, if the current operating condition is determined to be a straight-moving condition and the left front tire blows out, the right front tire is selected as the primary braking wheel.

[0087] In some optional embodiments, when the current operating condition is determined to be a turning condition, since the rear wheels of the vehicle are the tires that may oversteer and the front wheels are the tires that may understeer, the target control wheels are different depending on the location of the vehicle with a tire blowout. To ensure vehicle driving safety, the inner rear wheel or the outer front wheel of the curve is preferentially selected. For example, if the right rear tire blows out while turning left, the left rear wheel is selected as the main braking wheel.

[0088] Step 560: Distribute the torque of the balancing yaw moment, determine the distributed torque of the target control wheel, and control the target control vehicle according to the distributed torque.

[0089] As an alternative approach, after determining the target control wheel, the torque distribution for balancing the yaw moment can be determined based on the proportional relationship between the braking forces of the front and rear tires and the vertical loads of the corresponding front and rear wheels when the vehicle is in a stable state. and ,in, For the braking force of the vehicle's left wheel, The vertical load on the left wheel of the vehicle. The braking force for the right wheel of the vehicle. This refers to the vertical load on the right wheel of the vehicle.

[0090] In some alternative embodiments, to ensure vehicle stability, the braking forces of the left and right wheels should be equal. Therefore, the balancing yaw moment can be distributed to the wheels on different sides based on the distances from the left wheel to the vehicle's center of gravity and the right wheel to the center of gravity. Then, based on the specific location of the tire blowout, the torque distribution to the target control wheel is determined. See Tables 1 and 2:

[0091] Table 1 Braking Wheel Distribution Table for Straight Driving

[0092] Table 2 Braking Wheel Distribution Table During Turning Optionally, to ensure vehicle control accuracy and stability after a tire blowout, the relationship between the balance yaw moment and the torque threshold can be determined first. If the balance yaw moment is greater than the torque threshold, single-wheel braking is selected; if the balance yaw moment is less than or equal to the torque threshold, both the left and right wheels are braked simultaneously. For example, if the left front tire blows out while the vehicle is traveling straight, and the balance yaw moment is determined to be less than the maximum yaw moment when braking a single wheel, then braking the right front wheel alone is selected; however, if the balance yaw moment is greater than the maximum yaw moment when braking a single wheel, both the right front and right rear wheels are braked simultaneously.

[0093] In this embodiment, the target braking wheel is determined by the specific location of the blown tire, which enables the distribution of the yaw moment and thus allows for tire blowout control of the vehicle, maximizing control efficiency and ensuring the safety and reliability of the execution process.

[0094] Please see Figure 6 , Figure 6 This application illustrates a tire blowout control method for a vehicle according to an embodiment of the present application. The following will focus on... Figure 6 The process shown is described in detail. The tire blowout control method for the vehicle may specifically include the following steps 610-670.

[0095] Step 610: Obtain the current status information of the vehicle and the tire blowout information of the vehicle.

[0096] Step 620: Adjust the current state information according to the tire blowout information to obtain the tire blowout state information after the tire blowout of the vehicle, wherein the tire blowout state information includes the actual yaw rate and the actual center of gravity sideslip angle of the vehicle after the tire blowout.

[0097] Step 630: Obtain the vehicle's current speed, steady-state yaw rate and heading angle in a stable state, and the distance from the front axle to the rear axle of the vehicle.

[0098] As an alternative approach, since vehicle instability after a tire blowout is a probabilistic event, to ensure accurate vehicle control, control measures are only taken when the vehicle is in an unstable state. Therefore, it is advisable to first determine whether the vehicle is in an unstable transition state.

[0099] In some alternative embodiments, the vehicle's tires do not always roll in the direction they are pointing. When the vehicle turns, the lateral force exerted on the tires by the ground deforms the tire rubber, resulting in an angle between the actual rolling direction of the tire and the direction the tire is pointing, known as the slip angle. The size of the slip angle between the front and rear wheels of the vehicle is related to whether the vehicle stably travels along the predetermined trajectory.

[0100] Alternatively, the sideslip angle between the front and rear wheels of a vehicle can be determined by determining the vehicle's current speed, the vehicle's steady-state yaw rate and heading angle in a stable state, and the distance between the front and rear axles of the vehicle.

[0101] Step 640: Determine the tire slip angle difference between the front and rear axle wheels of the vehicle based on the current vehicle speed, the steady-state yaw rate, the heading angle, and the distance.

[0102] As an alternative approach, the tire slip angle difference between the front and rear axle wheels can be determined using the vehicle's dynamics model based on current vehicle speed, steady-state yaw rate, heading angle, and distance. This can be achieved through a formula. To determine the tire slip angle difference between the front and rear axle wheels of a vehicle, where L is the distance.

[0103] Step 650: Determine whether the vehicle is in a stable state based on the tire slip angle difference.

[0104] As an alternative method, since both oversteer and understeer can indicate that the vehicle is in an unstable state, and the tire slip angle difference is essentially the difference between the angle between the actual driving direction of the tire (speed direction) and the tire pointing (wheel hub plane), if the vehicle is unstable, the actual driving direction of the tire (speed direction) and the tire pointing (wheel hub plane) are not on the same line. Therefore, the tire slip angle difference can be used to determine whether the vehicle is in a stable state.

[0105] In some embodiments, step 650 includes: if the tire slip angle difference is equal to 0, then the vehicle is determined to be in a stable state; if the tire slip angle difference is greater than or equal to 0, then the vehicle is determined to be in an unstable state.

[0106] In one alternative approach, if the tire slip angle difference is 0, it is determined that the actual driving direction of the vehicle's left and right tires is exactly the same as the tire pointing direction, and the vehicle exhibits neutral steering. If the tire slip angle difference is greater than 0 or less than 0, it is determined that the actual driving direction of the vehicle's left and right tires is different from the tire pointing direction. When it is greater than 0, the vehicle exhibits understeer; when it is less than 0, the vehicle exhibits oversteer. When a vehicle with a tire blowout is exhibiting both oversteer and understeer, tire blowout control is required to maintain vehicle stability. Therefore, when the tire slip angle difference is determined to be greater than or equal to 0, the vehicle is determined to be in an unstable state.

[0107] Step 660: If the vehicle is in an unstable state, obtain the desired yaw rate and desired center of gravity sideslip angle of the vehicle, and determine the sliding surface control function based on the desired yaw rate, the desired center of gravity sideslip angle, the actual yaw rate and the actual center of gravity sideslip angle.

[0108] Step 670: Determine the balancing yaw moment based on the sliding surface control function, and control the non-blowout tires based on the balancing yaw moment and the tire blowout information.

[0109] The specific steps of steps 610-620 and 660-670 can be found in steps 210-240, and will not be repeated here.

[0110] In this embodiment, the vehicle's stability is determined by measuring the tire slip angle difference between the front and rear axle wheels. Only when the vehicle is determined to be in an unstable state will the vehicle's yaw moment be determined, thus ensuring the accuracy of vehicle stability control.

[0111] The above embodiments describe in detail the tire blowout control method for vehicles provided in this application. In other embodiments, this application also provides a tire blowout control device for vehicles. Figure 7 This is a block diagram of a tire blowout control device for a vehicle according to an embodiment of this application, such as... Figure 7 As shown, the tire blowout control device 700 of the vehicle includes: a first acquisition module 710, a tire blowout state information determination module 720, a sliding surface control function determination module 730, and a control module 740.

[0112] The first acquisition module 710 is used to acquire the current state information of the vehicle and the tire blowout information of the vehicle; the tire blowout state information determination module 720 is used to adjust the current state information according to the tire blowout information to obtain the tire blowout state information of the vehicle after the tire blowout, wherein the tire blowout state information includes the actual yaw rate and the actual sideslip angle of the vehicle after the tire blowout; the sliding surface control function determination module 730 is used to acquire the desired yaw rate and the desired sideslip angle of the vehicle if the vehicle is in an unstable state, and determine the sliding surface control function according to the desired yaw rate, the desired sideslip angle, the actual yaw rate, and the actual sideslip angle; the control module 740 is used to determine the balancing yaw moment according to the sliding surface control function, and control the non-blowout wheels according to the balancing yaw moment and the tire blowout information.

[0113] In some embodiments, the sliding surface control function determination module 730 includes: an error determination submodule, configured to determine a yaw rate error based on the desired yaw rate and the actual yaw rate, and to determine a centroid sideslip angle error based on the desired centroid sideslip angle and the actual centroid sideslip angle; and a sliding surface control function determination submodule, configured to obtain weight allocation coefficients, and to determine the sliding surface control function based on the yaw rate error, the centroid sideslip angle error, and the weight allocation coefficients.

[0114] In some embodiments, the control module 740 includes: an exponential reaching law determination submodule, configured to acquire the reaching rate and the exponential reaching term coefficient, and determine the exponential reaching law based on the reaching rate, the exponential reaching term coefficient, and the sliding surface control function; and a balance yaw moment determination submodule, configured to acquire the two-degree-of-freedom model of the vehicle, and determine the balance yaw moment based on the two-degree-of-freedom model, the tire blowout information, and the exponential reaching law.

[0115] In some embodiments, the control module 740 further includes: a blowout wheel determination submodule, configured to determine the current operating condition of the vehicle based on the current state information of the vehicle, and to determine the blowout wheel of the vehicle based on the blowout information; a target control wheel determination submodule, configured to determine the target control wheel based on the current operating condition and the blowout wheel; and a control submodule, configured to distribute the balance yaw moment, determine the distribution torque of the target control wheel, and control the target control vehicle based on the distribution torque.

[0116] In some embodiments, the target control wheel determination submodule includes: a first determination unit, configured to determine the wheel opposite to the blown tire as the target control wheel if the current working condition is a straight-line working condition; and a second determination unit, configured to determine the rear wheel closer to the curve or the front wheel farther from the curve as the target control wheel if the current working condition is a turning working condition.

[0117] In some embodiments, the tire blowout control device 700 for the vehicle includes: a second acquisition module, configured to acquire the current vehicle speed, the steady-state yaw rate and heading angle of the vehicle in a stable state, and the distance from the front axle to the rear axle of the vehicle; a tire slip angle difference determination module, configured to determine the tire slip angle difference between the front axle wheels and the rear axle wheels of the vehicle based on the current vehicle speed, the steady-state yaw rate, the heading angle, and the distance; and a judgment module, configured to determine whether the vehicle is in a stable state based on the tire slip angle difference.

[0118] In some embodiments, the determination module includes: a first determination submodule, configured to determine that the vehicle is in a stable state if the tire slip angle difference is equal to 0; and a second determination submodule, configured to determine that the vehicle is in an unstable state if the tire slip angle difference is greater than or equal to 0.

[0119] According to one aspect of the embodiments of this application, a vehicle is also provided, such as Figure 8As shown, the vehicle 800 also includes a processor 810 and one or more memories 820. The one or more memories 820 are used to store program instructions executed by the processor 810. When the processor 810 executes the program instructions, it implements the above-described tire blowout control method for the vehicle.

[0120] Furthermore, the processor 810 may include one or more processing cores. The processor 810 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 820, and retrieves data stored in the memory 820. Optionally, the processor 810 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 810 may integrate one or a combination of several of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0121] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0122] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0123] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0124] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0125] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for controlling tire blowout in a vehicle, characterized in that, The method includes: Obtain the vehicle's current status information and the vehicle's tire blowout information; The current state information is adjusted based on the tire blowout information to obtain the tire blowout state information after the tire blowout of the vehicle. The tire blowout state information includes the actual yaw rate and the actual center of gravity sideslip angle of the vehicle after the tire blowout. If the vehicle is in an unstable state, the desired yaw rate and desired center of gravity sideslip angle of the vehicle are obtained, and the sliding surface control function is determined based on the desired yaw rate, the desired center of gravity sideslip angle, the actual yaw rate and the actual center of gravity sideslip angle. The balancing yaw moment is determined based on the sliding surface control function, and the non-blowout tires are controlled based on the balancing yaw moment and the blowout information.

2. The method according to claim 1, characterized in that, The step of determining the sliding surface control function based on the desired yaw rate, the desired centroid sideslip angle, the actual yaw rate, and the actual centroid sideslip angle includes: The yaw rate error is determined based on the expected yaw rate and the actual yaw rate, and the centroid sideslip error is determined based on the expected centroid sideslip angle and the actual centroid sideslip angle. Obtain the weight allocation coefficients, and determine the sliding surface control function based on the yaw rate error, the centroid side slip angle error, and the weight allocation coefficients.

3. The method according to claim 1, characterized in that, The step of determining the equilibrium yaw moment based on the sliding surface control function includes: Obtain the approach rate and the coefficient of the exponential approach term, and determine the exponential approach law based on the approach rate, the coefficient of the exponential approach term, and the sliding surface control function; Obtain the two-degree-of-freedom model of the vehicle, and determine the equilibrium yaw moment based on the two-degree-of-freedom model, the tire blowout information, and the exponential reaching law.

4. The method according to claim 1, characterized in that, The control of the non-blowout tire wheel based on the balanced yaw moment and the tire blowout information includes: The current operating condition of the vehicle is determined based on the current status information of the vehicle, and the tire wheel on which the tire blowout occurred is determined based on the tire blowout information. The target control wheel is determined based on the current operating conditions and the blown tire wheel. The balance yaw moment is distributed to determine the distribution moment of the target control wheel, and the target control vehicle is controlled according to the distribution moment.

5. The method according to claim 4, characterized in that, The step of determining the target control wheel based on the current operating conditions and the blown-out tire includes: If the current working condition is a straight-line working condition, then the wheel opposite the wheel with the blown tire is determined as the target control wheel; If the current operating condition is a turning condition, then the rear wheel that is closer to the curve or the front wheel that is farther away from the curve is identified as the target control wheel.

6. The method according to claim 1, characterized in that, Before obtaining the desired yaw rate and desired sideslip angle of the vehicle if it is in an unstable state, the method further includes: The current speed of the vehicle, the steady-state yaw rate and heading angle of the vehicle in a stable state, and the distance from the front axle to the rear axle of the vehicle are obtained. The tire slip angle difference between the front and rear axle wheels of the vehicle is determined based on the current vehicle speed, the steady-state yaw rate, the heading angle, and the distance. The vehicle's stability is determined based on the tire slip angle difference.

7. The method according to claim 6, characterized in that, Determining whether the vehicle is in a stable state based on the tire slip angle difference includes: If the tire slip angle difference is equal to 0, then the vehicle is determined to be in a stable state. If the tire slip angle difference is greater than or equal to 0, the vehicle is determined to be in an unstable state.

8. A tire blowout control device for a vehicle, characterized in that, The device includes: The first acquisition module is used to acquire the current status information of the vehicle and the tire blowout information of the vehicle. The tire blowout status information determination module is used to adjust the current status information according to the tire blowout information to obtain the tire blowout status information after the vehicle has blown out, wherein the tire blowout status information includes the actual yaw rate and the actual sideslip angle of the center of gravity after the vehicle has blown out. The sliding surface control function determination module is used to obtain the desired yaw rate and desired center of gravity sideslip angle of the vehicle when the vehicle is in an unstable state, and determine the sliding surface control function based on the desired yaw rate, the desired center of gravity sideslip angle, the actual yaw rate and the actual center of gravity sideslip angle. The control module is used to determine the balancing yaw moment based on the sliding surface control function, and to control the non-blowout tires based on the balancing yaw moment and the tire blowout information.

9. A vehicle, characterized in that, The vehicles include: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium contains program code that can be invoked by a processor to execute the method as described in any one of claims 1 to 7.

Images