A corner module vehicle tire burst stability control method, device and medium

Abstract

The application discloses a kind of corner module vehicle tire burst stability control method, equipment and medium, the method includes the following steps: collecting vehicle tire pressure information, identifying tire burst wheel position;Update the equivalent side stiffness of vehicle front and rear axle;Establish two-degree-of-freedom vehicle dynamics model, and using zero-sum game control method is calculated to obtain expected additional yaw moment;With expected additional yaw moment as the priority control target, a longitudinal force distribution model is constructed for healthy wheels, and the expected longitudinal force is solved;The expected longitudinal force is converted into corresponding wheel hub motor driving torque or electronic mechanical brake braking torque instruction, and is issued to corresponding wheel executor, control vehicle stable operation.The application solves the problem that existing control method is difficult to effectively maintain vehicle stability and controllability within physical constraints due to model mismatch, insufficient robustness and rigid control allocation strategy under vehicle tire burst working condition.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to a method, device, and medium for controlling tire blowout stability in corner module vehicles. Background Technology

[0002] With the development of modular vehicles and the application of electromechanical brakes (EMB), modular electric vehicles using EMB can achieve independent, rapid, and precise adjustment of the driving torque and braking torque of each wheel. Compared with traditional power systems, these vehicles have higher response speed and control freedom in terms of the generation of longitudinal force and additional yaw moment.

[0003] The corner module electric vehicle, combined with the electromechanical brake, can independently, quickly and continuously adjust the torque of the drive motor and the braking torque of each wheel at the wheel end, realizing precise torque control at the single wheel level, and providing an execution basis for vehicle stability control and torque reconstruction under fault conditions.

[0004] Tire blowouts remain a typical high-risk, sudden occurrence during vehicle operation, often caused by tire aging and damage, punctures from foreign objects, high speed and high temperature, and overloading. After a blowout, the tire's internal pressure drops rapidly, leading to a significant decrease in its longitudinal and lateral force capacity, reduced lateral stiffness, and asymmetric forces between the left and right wheels. Simultaneously, changes occur in wheel-end rolling resistance, adhesion utilization characteristics, and vertical load distribution, making the vehicle prone to instability phenomena such as sudden changes in yaw moment, rapid increases in sideslip angle, and yaw rate deviating from the driver's intended direction. In severe cases, this can lead to fishtailing, veering, or even loss of control. Current vehicles mostly rely on ESC for limited differential braking correction. However, given the sudden changes in tire capacity caused by a blowout, increased model uncertainty, and actuator limitations, traditional control strategies often struggle to balance braking safety, vehicle stability, and controllability within constraints. Therefore, a control method is needed that can identify blowouts and reconstruct wheel-end drive / braking forces under constraints to improve stability during blowout conditions. Summary of the Invention

[0005] The purpose of this invention is to provide a method, device, and medium for controlling the stability of a vehicle under a tire blowout using a corner module, in order to solve the problem that, under the traditional vehicle stability control architecture, existing methods are unable to effectively maintain vehicle stability and controllability within physical constraints for tire blowout conditions due to model mismatch, insufficient robustness, and rigid control allocation strategies.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A method for controlling tire blowout stability in corner-mounted vehicles includes the following steps: S1: Collect vehicle tire pressure information, calculate the tire pressure drop rate and tire pressure deviation between each tire, identify the location of the blown-out wheel; calculate the tire pressure ratio of the blown-out vehicle, determine the tire lateral stiffness of the blown-out wheel, and update the equivalent lateral stiffness of the front and rear axles of the vehicle. S2: A two-degree-of-freedom vehicle dynamics model is established based on the updated equivalent lateral stiffness of the front and rear axles of the vehicle, and the expected additional yaw moment for stabilizing the vehicle after a tire blowout is calculated using a zero-sum game control method. S3: Taking the desired additional yaw moment as the priority control target, and combining the total longitudinal force requirement of the vehicle with the attachment constraints of the healthy wheel, a longitudinal force distribution model is constructed for the healthy wheel, and the desired longitudinal force of the healthy wheel is obtained by solving the model. S4: Converts the desired longitudinal force of a healthy wheel into the corresponding hub motor drive torque or electromechanical brake braking torque command, and sends it to the corresponding wheel actuator to control the stable operation of the vehicle.

[0007] To optimize the above technical solution, the specific limitations also include: In step S1, identifying the location of the blown-out tire specifically involves: Establish a counter for each wheel:

[0008] in, for t Time counting, for Time counting, This refers to the tire pressure information sampling period. for t Rate of tire pressure drop at any given time for t Constant tire pressure deviation The threshold for the rate of tire pressure drop. This is the tire pressure deviation threshold. They are the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. Set counting threshold ,when When a tire blowout is detected, the blown-out wheel is marked as... k , .

[0009] Furthermore, in step S1, the formula for calculating the tire lateral stiffness of the blown-out wheel is:

[0010] in, The tire lateral stiffness of a blown-out wheel. This refers to the tire's lateral stiffness before a tire blowout. This is the scaling factor for the tire lateral stiffness of the wheel after a blowout. ; The formulas for calculating the equivalent lateral stiffness of the front and rear axles of a vehicle are as follows:

[0011] in, This represents the equivalent lateral stiffness of the vehicle's front axle. This is the equivalent lateral stiffness of the vehicle's rear axle. The lateral stiffness of the vehicle's left front wheel. This refers to the lateral stiffness of the vehicle's right front wheel. The lateral stiffness of the vehicle's left rear wheel. This refers to the lateral stiffness of the vehicle's right rear wheel.

[0012] Preferably, in step S2, establishing the two-degree-of-freedom vehicle dynamics model specifically includes: A two-degree-of-freedom vehicle dynamics model describing the lateral stability motion of a vehicle after a tire blowout is established, with the sideslip angle and yaw rate as state variables. The desired yaw rate and desired sideslip angle are defined, and a state error vector is constructed. Using the tire's lateral stiffness and the equivalent lateral stiffness of the front and rear axles as key parameters, based on the two-degree-of-freedom vehicle dynamics model and the state error vector, a two-degree-of-freedom dynamic error system model with the state error vector as the state variable is obtained through error state transformation. The standard state equation of the two-degree-of-freedom vehicle dynamic error system model is:

[0013] in, Let be the state error vector. A For the system matrix, B To control the input matrix, This is the updated equivalent perturbation channel matrix. To control the input, This is the updated equivalent perturbation.

[0014] Preferably, in step S2, the expected additional yaw moment for stabilizing the vehicle after a tire blowout, calculated using the zero-sum game control method, is specifically as follows: Based on the two-degree-of-freedom vehicle dynamics error system model and state error vector, a performance index function is constructed:

[0015] in, For performance indicators, t For time, Here is the state error weight matrix. Let be the state error vector. To control the input, To control the input weight matrix, This is the updated equivalent perturbation. This is the disturbance attenuation level parameter; The zero-sum game control method employs the min-max optimization approach, using the minimization of the control input and the maximization of the impact of the updated perturbation on the performance index as the objective function. The corresponding algebraic Riccati equation is solved, and its expression is:

[0016]

[0017] in, To control the input, This is the updated equivalent perturbation. A For the system matrix, B To control the input matrix, This is the updated equivalent perturbation channel matrix. P It is a symmetric positive definite solution; The formula for calculating the expected additional yaw moment of a vehicle is:

[0018] in, To add a yaw moment as desired, This is the state feedback gain matrix.

[0019] Furthermore, in step S3, before constructing the longitudinal force distribution model, the desired longitudinal force and corresponding output torque command of the blown tire wheel are constrained to zero, and the desired additional yaw moment is generated by the healthy wheel through driving or braking; a vehicle longitudinal force relaxation variable is introduced into the longitudinal force distribution model to prioritize meeting the desired additional yaw moment requirement under the execution constraint conditions.

[0020] Preferably, in step S3, the longitudinal force distribution model is a constrained quadratic programming problem, specifically including: Define the healthy wheel set as Its vertical force vector is the decision variable. ,in For healthy wheel longitudinal force; Construct an optimization problem and solve it:

[0021] in, For the longitudinal force vector of the healthy wheel, This represents the longitudinal force vector of the healthy wheel in the previous control cycle. For longitudinal deviation weighting, Let be the lateral position vector of each healthy wheel. The lateral position of a healthy wheel relative to the vehicle's center of gravity. To add a yaw moment as desired, For the longitudinal force relaxation variable of the vehicle, To find the summation vector, For the total longitudinal force requirement, The maximum longitudinal force that the road surface can provide; The optimal solution obtained by solving this optimization problem is the expected longitudinal force of each healthy wheel.

[0022] Further, in step S4, the calculation formula for converting the desired longitudinal force of the healthy wheel into the corresponding hub motor drive torque or electromechanical brake braking torque is as follows:

[0023] in, For output torque, when When the torque is greater than 0, the torque command is executed by the hub motor; when... When the torque is less than 0, the torque command is executed by the electromechanical brake; The radius of the wheel; The expected longitudinal force for a healthy wheel; For the moment of inertia of the wheel, This refers to the wheel speed.

[0024] The present invention also proposes an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the corner module vehicle tire blowout stability control method as described above.

[0025] The present invention also proposes a computer-readable storage medium storing a computer program that causes a computer to execute the corner module vehicle tire blowout stability control method as described above.

[0026] Compared with the prior art, the beneficial effects of the present invention are: This invention provides a method, device, and medium for controlling tire blowout stability in corner module vehicles. By monitoring tire-related information in real time, at the moment of identifying a blowout, the parameters of the constructed vehicle dynamics model are updated in real time based on tire pressure information. Based on a zero-sum game, the expected additional yaw moment that can stabilize the vehicle is solved. Finally, through the optimized distribution and coordinated execution of the torque of the healthy wheels, the advantages of the independent and controllable torque of each wheel of the corner module vehicle are fully utilized. Even when a blowout causes a sudden change in tire capability and increases model uncertainty, it can still effectively suppress the deviation of the center of gravity sideslip angle and yaw rate, thereby improving the lateral stability and controllability of the vehicle with a blowout.

[0027] This invention updates the lateral stiffness of the blown tire and the equivalent lateral stiffness of the entire vehicle online by real-time tire pressure ratio. This enables the two-degree-of-freedom vehicle dynamics model to dynamically reflect the tire characteristic degradation caused by the blowout, alleviating the model mismatch problem. It also solves the problem that in traditional stability control methods, the kernel model parameters remain unchanged after a blowout, causing the controller to make decisions based on a model that deviates significantly from the actual vehicle dynamics. At the same time, it provides an accurate controlled object model for the design of high-performance controllers, improving the targeting of control.

[0028] This invention improves the robustness and stability of the system by adopting a zero-sum game framework, treating model uncertainty, unmodeled dynamics, and external disturbances as adversaries for optimization. It enhances the robustness of solving driving torque or braking torque under conditions of drastic changes in tire characteristics and sends corresponding commands to the appropriate actuators, thereby improving vehicle stability.

[0029] This invention implements zero-torque control on the blown-out wheel, avoiding ineffective or potentially destabilizing interventions on the failed actuator. By introducing relaxation variables in the torque optimization distribution of the healthy wheel to set a rule that prioritizes yaw torque tracking over total longitudinal force tracking, it ensures clear priority between execution safety and control objectives, thereby improving the controllability and overall safety of the vehicle after a blowout. Attached Figure Description

[0030] Figure 1 : A flowchart illustrating a method for controlling tire blowout stability in corner module vehicles according to the present invention. Detailed Implementation

[0031] The present invention will be further described in detail below through specific embodiments, but it should not be construed as limiting the scope of the subject matter of the present invention to the following embodiments. All technologies implemented based on the above content of the present invention fall within the scope of the present invention.

[0032] In one embodiment, this invention proposes a method for controlling tire blowout stability in corner module vehicles, the flowchart of which is shown below. Figure 1 As shown, the entire method includes the following steps: S1: Collect vehicle tire pressure information, calculate the tire pressure drop rate and tire pressure deviation between each tire, identify the location of the blown-out wheel; calculate the tire pressure ratio of the blown-out vehicle, determine the tire lateral stiffness of the blown-out wheel, and update the equivalent lateral stiffness of the front and rear axles of the vehicle. S2: A two-degree-of-freedom vehicle dynamics model is established based on the updated equivalent lateral stiffness of the front and rear axles of the vehicle, and the expected additional yaw moment for stabilizing the vehicle after a tire blowout is calculated using a zero-sum game control method. S3: Taking the desired additional yaw moment as the priority control target, and combining the total longitudinal force requirement of the vehicle with the attachment constraints of the healthy wheel, a longitudinal force distribution model is constructed for the healthy wheel, and the desired longitudinal force of the healthy wheel is obtained by solving the model. S4: Converts the desired longitudinal force of a healthy wheel into the corresponding hub motor drive torque or electromechanical brake braking torque command, and sends it to the corresponding wheel actuator to control the stable operation of the vehicle.

[0033] In step S1, the wheel with the blown tire is first identified. The tire pressure of all four wheels is collected through the tire pressure monitoring system, and the tire pressure drop rate is calculated. The formula for calculating the tire pressure drop rate is:

[0034] in, Let be the rate of tire pressure decrease at time t; it is negative during a tire blowout. Let be the tire pressure at time t. for Tire pressure at all times. The sampling period is The front left wheel, front right wheel, rear left wheel, and rear right wheel are the following.

[0035] The specific formula for calculating the median reference tire pressure is as follows:

[0036] in, The median reference tire pressure at time t. These are the tire pressures of the vehicle's left front tire, right front tire, left rear tire, and right rear tire, respectively.

[0037] The formula for calculating the tire pressure deviation between each tire is as follows:

[0038] In the formula, The deviation is the tire pressure at time t; it is negative during a tire blowout. The median reference tire pressure at time t. Let be the tire pressure at time t. .

[0039] Establish a counter for each wheel, specifically as follows:

[0040] in, Counting at time t, for Time counting, This refers to the tire pressure information sampling period. Let be the rate of decrease in tire pressure at time t. Let t be the tire pressure deviation at time t. The threshold for the rate of tire pressure drop. This is the tire pressure deviation threshold.

[0041] Set counting threshold ,when When the tire pressure drop rate exceeds a certain threshold for multiple cycles and the tire pressure deviation exceeds a certain threshold, a tire blowout is determined, and the blown-out wheel is marked as... k , .

[0042] The tire pressure ratio is calculated based on the baseline tire pressure before the tire blowout and the tire pressure of the vehicle after the blowout.

[0043] in, The tire pressure ratio for a vehicle with a blowout. For tire pressure of a car with a blowout, This is the reference tire pressure before the tire blowout.

[0044] When a vehicle tire blows out, the lateral stiffness of the blown tire changes. Based on the tire pressure ratio, a scaling factor for the lateral stiffness of the blown tire is determined using a preset mapping function. The scaling function for the lateral stiffness is as follows:

[0045] in, This is the scaling factor for the tire lateral stiffness of the wheel after a blowout. The tire pressure ratio for a vehicle with a blowout. This represents the minimum ratio of tire lateral stiffness during a severe tire blowout.

[0046] The tire lateral stiffness of the tire after a blowout is updated, and the specific calculation formula is as follows:

[0047] in, The tire lateral stiffness of a blown-out wheel. This refers to the tire's lateral stiffness before a tire blowout. This is the scaling factor for the tire lateral stiffness of the wheel after a blowout. ; The formulas for calculating the equivalent lateral stiffness of the front and rear axles of a vehicle are as follows:

[0048] in, This represents the equivalent lateral stiffness of the vehicle's front axle. This is the equivalent lateral stiffness of the vehicle's rear axle. The lateral stiffness of the vehicle's left front wheel. This refers to the lateral stiffness of the vehicle's right front wheel. The lateral stiffness of the vehicle's left rear wheel. This refers to the lateral stiffness of the vehicle's right rear wheel.

[0049] A two-degree-of-freedom vehicle dynamics model is established to describe the lateral stability motion of the vehicle after a tire blowout. The model uses the sideslip angle and yaw rate as state variables. The two-degree-of-freedom vehicle dynamics model is expressed as follows:

[0050] in, For the overall vehicle quality, For longitudinal velocity, The sideslip angle is the angle of the center of mass. The yaw rate is angular velocity. This is the lateral force on the front axle. This is the lateral force on the rear axle. For equivalent lateral disturbance, For rotational inertia, The distance from the center of gravity to the front axle. The distance from the center of gravity to the rear axle. To add yaw moment, This is the equivalent yaw moment disturbance.

[0051] Formulas for calculating lateral forces on the front and rear axles of a vehicle:

[0052] in, For the lateral force on the front axle, This is the lateral force on the rear axle. This represents the equivalent lateral stiffness of the vehicle's front axle. This is the equivalent lateral stiffness of the vehicle's rear axle. The front wheel slip angle, This refers to the rear wheel slip angle.

[0053] The formulas for calculating the slip angles of the front and rear wheels are:

[0054] in, The front wheel slip angle, Rear wheel slip angle, For the front wheel steering angle, The sideslip angle is the angle of the center of mass. The yaw rate is angular velocity. For longitudinal velocity, The distance from the center of gravity to the front axle. This is the distance from the center of mass to the rear axle.

[0055] The expanded two-degree-of-freedom vehicle dynamics model is obtained as follows: .

[0056] Write it as a state equation in matrix form:

[0057] in, For state vectors, To control the input, Let be the perturbation vector. For the system matrix, To control the input matrix, The perturbation input matrix, The input matrix is ​​the front wheel steering angle.

[0058] Define the desired yaw rate and the desired sideslip angle, and construct the state error vector:

[0059] Where, in the formula, For the desired yaw rate, For longitudinal velocity, For the front wheel steering angle, Wheelbase This is the vehicle stability factor.

[0060] The desired state error vector is:

[0061] in, Let be the desired state error vector. For the desired yaw rate, To determine the desired centroid sideslip angle, For longitudinal velocity, For the front wheel steering angle, Wheelbase This is the vehicle stability factor.

[0062] The state error vector is:

[0063] in, The yaw rate is angular velocity. It is the centroid sideslip angle.

[0064] Based on a two-degree-of-freedom vehicle dynamics model and a state error vector, a two-degree-of-freedom dynamic error system model with the state error vector as the state variable is obtained through error state transformation; the standard state equation of the two-degree-of-freedom vehicle dynamics error system model is:

[0065] in, Let A be the state error vector, A be the system matrix, and B be the control input matrix. This is the updated equivalent perturbation channel matrix. To control the input, This is the updated equivalent perturbation.

[0066] A zero-sum game control method is used to obtain the additional yaw moment of the vehicle after a tire blowout, ensuring vehicle stability. Based on a two-degree-of-freedom vehicle dynamics error system model and state error vector, a performance index function is constructed.

[0067] in, The performance metric is t, where t is time. Here is the state error weight matrix. Let be the state error vector. To control the input, To control the input weight matrix, This is the updated equivalent perturbation. This is the disturbance attenuation level parameter; The zero-sum game control method employs the min-max optimization approach, with the objective function being to minimize the control input and maximize the impact of the updated perturbation on the performance index.

[0068] in, To control the input, This is the updated equivalent perturbation. Solve the corresponding algebraic Riccati equation to obtain its optimal solution, which is expressed as:

[0069] in, A For the system matrix, B To control the input matrix, This is the updated equivalent perturbation channel matrix. P It is a symmetric positive definite solution; The symmetric positive definite solution obtained by solving the above equation is used to further calculate the state feedback gain matrix:

[0070] in, To control the input matrix, To control the input weight matrix.

[0071] Finally, the formula for calculating the expected additional yaw moment of the vehicle is:

[0072] in, To add a yaw moment as desired, The state feedback gain matrix is... This is the state error vector.

[0073] In step S3, before constructing the longitudinal force distribution model, the upper controller obtains the desired additional yaw moment and applies driving or braking force to the wheel end to achieve the desired additional yaw moment. In order to prevent the blown tire from coming off the tire or generating unpredictable lateral disturbances, zero torque control is implemented on the blown tire wheel. Specifically, the desired longitudinal force and corresponding output torque command of the blown tire wheel are constrained to zero, and the healthy wheel is driven or braked to generate the desired additional yaw moment to ensure vehicle stability.

[0074] The health wheel is represented as:

[0075] in, Collection of tires without blowouts. For a blown tire, .

[0076] Record the health wheel as The additional yaw moment generated by the longitudinal force of the wheel is expressed as:

[0077] in, To add yaw moment, The lateral position of a healthy wheel relative to the vehicle's center of gravity. For healthy wheel longitudinal force, For the longitudinal force vector of the healthy wheel, Let be the lateral lever arm vector of each wheel.

[0078] When a tire blowout occurs, vehicle stability deteriorates. To ensure vehicle safety, a longitudinal force relaxation variable is introduced. When wheel actuation capacity is limited, priority is given to meeting the desired additional yaw moment requirement to maintain vehicle stability, while minimizing longitudinal force tracking error as much as possible. The total longitudinal force requirement for the vehicle is:

[0079] in, To find the summation vector, For the longitudinal force vector of the healthy wheel, For the longitudinal force relaxation variable of the vehicle, This is the total longitudinal force requirement for the vehicle.

[0080] Due to road adhesion limitations, the force between the tire and the ground cannot exceed the tire's adhesion limit, which is the maximum longitudinal force that the road surface can provide. for:

[0081] in, The road surface adhesion coefficient, The vertical force on the wheel, This is the adhesion reduction factor, used to reserve some adhesion to maintain lateral stability. , These represent the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle, respectively.

[0082] To prevent the distributed longitudinal force on each wheel from exceeding the maximum tire force limit that the wheel can provide, a constraint is applied to the longitudinal force of each wheel:

[0083] in, The maximum longitudinal force that the road surface can provide.

[0084] Therefore, the longitudinal force distribution model is constructed as a constrained quadratic programming problem, specifically:

[0085] in, For the longitudinal force vector of the healthy wheel, This represents the longitudinal force vector of the healthy wheel in the previous control cycle. For longitudinal deviation weighting, Let be the lateral position vector of each healthy wheel. The lateral position of a healthy wheel relative to the vehicle's center of gravity. To add a yaw moment as desired, For the longitudinal force relaxation variable of the vehicle, To find the summation vector, For the total longitudinal force requirement, The maximum longitudinal force that the road surface can provide; The optimal solution obtained by solving this optimization problem is the expected longitudinal force of each healthy wheel.

[0086] For each healthy wheel, based on tire dynamics, its expected longitudinal force is converted into an output torque command acceptable to the actual actuator. The specific formula for calculating the output torque is:

[0087] in, For output torque; The radius of the wheel; The expected longitudinal force for a healthy wheel; For the moment of inertia of the wheel, This refers to the wheel speed.

[0088] when When the output torque is greater than 0, the output torque command is the drive torque, executed by the hub motor; when... When the torque is less than 0, the output torque command is a braking torque, which is executed by the electromechanical brake.

[0089] The present invention also provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-mentioned corner module vehicle tire blowout stability control method.

[0090] The present invention also provides a computer-readable storage medium having a computer program stored thereon: the computer program causes a computer to execute the above-described corner module vehicle tire blowout stability control method.

[0091] To further understand the technical solution of the present invention, a detailed description is provided in conjunction with specific embodiments: The tire that blew out was the left front tire. Then the healthy wheel is represented as: .

[0092] The additional yaw moment generated by the longitudinal force of the wheel is expressed as:

[0093] in, To add yaw moment, The lateral position of a healthy wheel relative to the vehicle's center of gravity. For healthy wheel longitudinal force, For the longitudinal force vector of the healthy wheel, Let be the lateral lever arm vector of each wheel.

[0094] The total longitudinal force requirement of the vehicle is:

[0095] in, To find the summation vector, For the longitudinal force vector of the healthy wheel, For the longitudinal force relaxation variable of the vehicle, This is the total longitudinal force requirement for the vehicle.

[0096] Due to road adhesion limitations, the force between the tire and the ground cannot exceed the tire's adhesion limit, which is the maximum longitudinal force that the road surface can provide. for:

[0097] in, The road surface adhesion coefficient, The vertical force on the wheel, This is the adhesion reduction factor, used to reserve some adhesion to maintain lateral stability. , These represent the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle, respectively.

[0098] To prevent the distributed longitudinal force on each wheel from exceeding the maximum tire force limit that the wheel can provide, a constraint is applied to the longitudinal force of each wheel:

[0099] in, The maximum longitudinal force that the road surface can provide. This is the longitudinal force vector of the healthy wheel.

[0100] To obtain the optimal remaining longitudinal force of the wheels, solve the constrained quadratic programming problem:

[0101] in, For the longitudinal force vector of the healthy wheel, This represents the longitudinal force vector of the healthy wheel in the previous control cycle. For longitudinal deviation weighting, Let be the lateral position vector of each healthy wheel. The lateral position of a healthy wheel relative to the vehicle's center of gravity. To add a yaw moment as desired, For the longitudinal force relaxation variable of the vehicle, To find the summation vector, For the total longitudinal force requirement, The maximum longitudinal force that the road surface can provide.

[0102] Finally, the desired longitudinal forces of the right front wheel, left rear wheel, and right rear wheel are obtained. Based on the relationship between wheel longitudinal force and torque, the desired longitudinal forces are converted into right front wheel torque, left rear wheel torque, and right rear wheel torque, and output through wheel hub motors or electromechanical brakes, thereby ensuring vehicle stability after the left front tire blows out.

[0103] In the embodiments disclosed in this application, a computer storage medium may be a tangible medium that may contain or store programs for use by or in conjunction with an instruction execution system, apparatus, or device. The computer storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of computer storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0104] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications, equivalent substitutions, and improvements made by those skilled in the art to the above embodiments without departing from the scope of the technical solution of the present invention, based on the technical essence of the present invention, shall still fall within the protection scope of the technical solution of the present invention.

Claims

1. A method for controlling tire blowout stability in corner-module vehicles, characterized in that, Includes the following steps: S1: Collect vehicle tire pressure information, calculate the tire pressure drop rate and tire pressure deviation between each tire, identify the location of the blown-out wheel; calculate the tire pressure ratio of the blown-out vehicle, determine the tire lateral stiffness of the blown-out wheel, and update the equivalent lateral stiffness of the front and rear axles of the vehicle. The formula for calculating the tire lateral stiffness of a blown-out wheel is: in, The tire lateral stiffness of a blown-out wheel. This refers to the tire's lateral stiffness before a tire blowout. This is the scaling factor for the tire lateral stiffness of the wheel after a blowout. ; The formulas for calculating the equivalent lateral stiffness of the front and rear axles of a vehicle are as follows: in, This represents the equivalent lateral stiffness of the vehicle's front axle. This is the equivalent lateral stiffness of the vehicle's rear axle. The lateral stiffness of the vehicle's left front wheel. This refers to the lateral stiffness of the vehicle's right front wheel. The lateral stiffness of the vehicle's left rear wheel. The lateral stiffness of the vehicle's right rear wheel; S2: A two-degree-of-freedom vehicle dynamics model is established based on the updated equivalent lateral stiffness of the front and rear axles of the vehicle, and the expected additional yaw moment for stabilizing the vehicle after a tire blowout is calculated using a zero-sum game control method. The expected additional yaw moment used to stabilize the vehicle after a tire blowout, calculated using the zero-sum game control method, is specifically as follows: Based on the two-degree-of-freedom vehicle dynamics error system model and state error vector, a performance index function is constructed: in, For performance indicators, t For time, Here is the state error weight matrix. Let be the state error vector. To control the input, To control the input weight matrix, This is the updated equivalent perturbation. This is the disturbance attenuation level parameter; The zero-sum game control method employs the min-max optimization approach, using the minimization of the control input and the maximization of the impact of the updated perturbation on the performance index as the objective function. The corresponding algebraic Riccati equation is solved, and its expression is: in, To control the input, This is the updated equivalent perturbation. A For the system matrix, B To control the input matrix, This is the updated equivalent perturbation channel matrix. P It is a symmetric positive definite solution; The formula for calculating the expected additional yaw moment of a vehicle is: in, To add a yaw moment as desired, The state feedback gain matrix; S3: Taking the desired additional yaw moment as the priority control target, and combining the total longitudinal force requirement of the vehicle with the attachment constraints of the healthy wheel, a longitudinal force distribution model is constructed for the healthy wheel, and the desired longitudinal force of the healthy wheel is obtained by solving the model. Before constructing the longitudinal force distribution model, the expected longitudinal force and corresponding output torque command of the blown tire wheel are constrained to zero, and the expected additional yaw moment is generated by the healthy wheel driving or braking. The longitudinal force relaxation variable of the vehicle is introduced into the longitudinal force distribution model so as to prioritize the satisfaction of the expected additional yaw moment requirement under the execution constraint conditions. The longitudinal force distribution model is a constrained quadratic programming problem, specifically including: Define the healthy wheel set as Its vertical force vector is the decision variable. ,in For healthy wheel longitudinal force; Construct an optimization problem and solve it: in, For the longitudinal force vector of the healthy wheel, This represents the longitudinal force vector of the healthy wheel in the previous control cycle. For longitudinal deviation weighting, Let be the lateral position vector of each healthy wheel. The lateral position of a healthy wheel relative to the vehicle's center of gravity. To add a yaw moment as desired, For the longitudinal force relaxation variable of the vehicle, To find the summation vector, For the total longitudinal force requirement, The maximum longitudinal force that the road surface can provide; The optimal solution obtained by solving this optimization problem is the expected longitudinal force of each healthy wheel after allocation; S4: Converts the desired longitudinal force of the healthy wheel into the corresponding hub motor drive torque or electromechanical brake braking torque command, and sends it to the corresponding wheel actuator to control the stable operation of the vehicle. The formula for converting the desired longitudinal force of a healthy wheel into the corresponding hub motor drive torque or electromechanical brake braking torque is as follows: in, For output torque, when When the torque is greater than 0, the torque command is executed by the hub motor; when... When the torque is less than 0, the torque command is executed by the electromechanical brake; The radius of the wheel; The expected longitudinal force for a healthy wheel; For the moment of inertia of the wheel, This refers to the wheel speed.

2. The method for controlling tire blowout stability of a corner module vehicle according to claim 1, characterized in that: In step S1, identifying the location of the blown-out tire specifically involves: Establish a counter for each wheel: in, for t Time counting, for Time counting, This refers to the tire pressure information sampling period. for t Rate of tire pressure drop at any given time for t Constant tire pressure deviation The threshold for the rate of tire pressure drop. This is the tire pressure deviation threshold. They are the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. Set counting threshold ,when When a tire blowout is detected, the blown-out wheel is marked as... k , .

3. The method for controlling tire blowout stability of a corner module vehicle according to claim 1, characterized in that: In step S2, establishing the two-degree-of-freedom vehicle dynamics model specifically includes: A two-degree-of-freedom vehicle dynamics model describing the lateral stability motion of a vehicle after a tire blowout is established, with the sideslip angle and yaw rate as state variables. The desired yaw rate and desired sideslip angle are defined, and a state error vector is constructed. Using the tire's lateral stiffness and the equivalent lateral stiffness of the front and rear axles as key parameters, based on the two-degree-of-freedom vehicle dynamics model and the state error vector, a two-degree-of-freedom dynamic error system model with the state error vector as the state variable is obtained through error state transformation. The standard state equation of the two-degree-of-freedom vehicle dynamic error system model is: in, Let be the state error vector. A For the system matrix, B To control the input matrix, This is the updated equivalent perturbation channel matrix. To control the input, This is the updated equivalent perturbation.

4. An electronic device, characterized in that, include: The device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the corner module vehicle tire blowout stability control method as described in any one of claims 1-3.

5. A computer-readable storage medium having a computer program stored thereon, characterized in that: The computer program causes the computer to execute the corner module vehicle tire blowout stability control method as described in any one of claims 1-3.

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