Single-wheel high-speed tire burst stability control method and system

Abstract

The application relates to a single-wheel high-speed tire burst stability control method, which comprises the following steps: acquiring vehicle operation parameters, determining whether a single-wheel tire burst condition exists based on the operation parameters, and executing a stability control step if yes; the stability control step comprises the following steps: acquiring a current yaw angular velocity of the vehicle, calculating a whole-vehicle reference yaw angular velocity based on vehicle operation parameters, and calculating a reference yaw moment based on the deviation between the whole-vehicle reference yaw angular velocity and the current yaw angular velocity; acquiring vehicle parameters of the vehicle, determining a whole-vehicle actual yaw moment and a control yaw moment based on the vehicle parameters, and determining a disturbance yaw moment according to the deviation between the whole-vehicle actual yaw moment and the control yaw moment. The application solves the problem that in a traditional scheme, a brake yaw moment is inefficient and deviation cannot be effectively inhibited due to the failure to accurately acquire a tire burst disturbance moment.

Description

Technical Field

[0001] This invention relates to the field of vehicle high-speed tire blowout stability control technology, specifically to a single-wheel high-speed tire blowout stability control method and system. Background Technology

[0002] Tire blowout is one of the most dangerous emergencies during high-speed driving. After a tire bursts, rolling resistance increases sharply, the vertical load on the left and right wheels of the vehicle shifts, and a large yaw occurs, causing the vehicle to lose stability and drift towards the side of the blowout. According to statistics from the Ministry of Public Security, about 70% of major traffic accidents on highways in China are caused by tire blowouts, while in the United States this proportion is as high as 80%. Especially when a tire blowout occurs, if the speed exceeds 130 km / h, the resulting fatality rate is extremely high. With the increasingly dense highway network and significantly increased driving speeds, the probability of high-speed tire blowout accidents is also increasing. The tire blowout problem has become one of the core challenges that urgently need to be solved in the field of automotive active safety.

[0003] In existing technologies, traditional gasoline vehicles rely primarily on driver experience and the passive response of mechanical systems for emergency control in the event of a tire blowout. Currently, the mainstream tire pressure monitoring system (TPMS) on the market takes about 4 seconds from detection to response. At a speed of 120 km / h, the vehicle has already traveled nearly 130 meters, indicating a severely insufficient reaction speed. Even with the traditional vehicle stability control system (ESC), since it is not specifically designed for tire blowouts, the overall control effect is still unsatisfactory. This is mainly manifested in the following ways: yaw is inevitable after a tire blowout, reducing lane following ability; reduced efficiency of yaw moment generated by braking; and each control module is relatively independent, lacking unified scheduling capability. With the development of electric vehicle technology, the four-wheel independent drive architecture provides a new technical approach for tire blowout stability control. Under this architecture, each of the four wheels is equipped with a drive motor, enabling independent drive for each wheel. This results in fast response, high control precision, and accurate acquisition of wheel speed and torque information. However, how to quickly identify a tire blowout, accurately compensate for disturbance torque, and maximize the preservation of the driver's power needs while ensuring stability, using the four-wheel independent drive architecture, remains a pressing technical challenge in this field. Summary of the Invention

[0004] This application provides a method and system for controlling the stability of a single-wheel high-speed tire blowout, in order to solve the above-mentioned problems.

[0005] In a first aspect, embodiments of this application provide a method for controlling the stability of a single-wheel high-speed tire blowout, comprising the following steps: Obtain vehicle operating parameters, determine whether a single tire blowout has occurred based on the operating parameters, and if so, execute a stability control step, which includes: The current yaw rate of the vehicle is obtained, the reference yaw rate of the whole vehicle is calculated based on the vehicle operating parameters, and the reference yaw moment is calculated based on the deviation between the reference yaw rate of the whole vehicle and the current yaw rate. The vehicle parameters are obtained, and the actual yaw moment and control yaw moment of the whole vehicle are determined based on the vehicle parameters. The disturbance yaw moment is determined based on the deviation between the actual yaw moment and the control yaw moment. The control reference yaw moment is determined based on the reference yaw moment and the disturbance yaw moment. Based on the location of the blown tire, determine the other three healthy tires. Optimize the torque distribution among the three healthy tires, solve for the optimal torque distribution, and allocate it to the corresponding healthy tires. Simultaneously, set the output torque of the motor of the blown tire to 0 and output it to the motors of each wheel for execution.

[0006] In conjunction with the first aspect, in one embodiment, the vehicle operating parameters include tire pressure data for each wheel, vehicle speed data, and current steering wheel angle data.

[0007] In conjunction with the first aspect, in one implementation, the calculation of the vehicle reference yaw rate based on vehicle operating parameters is specifically obtained by calculating the current steering wheel angle data and vehicle speed data using a two-degree-of-freedom vehicle model.

[0008] In conjunction with the first aspect, in one implementation method, determining whether a single-wheel tire blowout has occurred based on the vehicle operating parameters specifically includes: If the tire pressure of any wheel drops below the first preset pressure value within a preset time period, and the vehicle speed is greater than the first preset vehicle speed threshold, then a single-wheel tire blowout is determined to have occurred.

[0009] In conjunction with the first aspect, in one implementation, the reference yaw moment is calculated based on the deviation between the vehicle's reference yaw rate and the current yaw rate, specifically using the following formula: ; in, The reference yaw rate of the entire vehicle. The current yaw rate, The moment of inertia of the entire vehicle. To control the cycle.

[0010] In conjunction with the first aspect, in one embodiment, the vehicle parameters include the actual output torque of each wheel, yaw acceleration, wheelbase, and effective rolling radius of the wheels; Based on the vehicle parameters, the actual yaw moment and the control yaw moment of the entire vehicle are determined, specifically calculated using the following formula: ; ; in, This represents the actual yaw moment of the entire vehicle. The yaw acceleration is... The moment of inertia of the entire vehicle. To control the yaw moment, A vector containing the actual output torque of the four wheels. The wheelbase is... The effective rolling radius of the wheel.

[0011] In conjunction with the first aspect, in one implementation, when determining the control reference yaw moment based on the reference yaw moment and the disturbance yaw moment, the method includes applying upper and lower saturation limits to the reference yaw moment and the disturbance yaw moment respectively using the following formula: The reference yaw moment is saturated and limited according to the following formula: ; The following formula for the disturbance yaw moment is subject to saturation constraint: ; in, and These are the upper and lower limits of saturation for the reference yaw moment, respectively. and These are the upper and lower limits of the saturation for the disturbance yaw moment, respectively, which are fixed calibrated values ​​related to the vehicle model and motor capabilities.

[0012] In conjunction with the first aspect, in one implementation, the control reference yaw moment is calculated using the following formula: ; in, This is the reference yaw moment after saturation limiting. The disturbance yaw moment after saturation limitation is given.

[0013] In conjunction with the first aspect, in one implementation, torque optimization distribution is performed on the three healthy wheels, specifically including: Using the output torque of the motors of the three healthy wheels as the optimization variable, torque optimization allocation is carried out under torque balance constraints, yaw moment balance constraints, and upper and lower limits of torque capacity constraints of each motor. The torque balance constraint is that the sum of the output torques of the three healthy wheels is equal to the torque requested by the driver, and the yaw moment balance constraint is that the yaw moment generated by the three healthy wheels is equal to the control reference yaw moment.

[0014] 10. The single-wheel high-speed tire blowout stability control method according to claim 1, wherein the optimization objective of the torque optimization distribution is to minimize the sum of the squares of the motor output torques of the three healthy wheels.

[0015] 11. The single-wheel high-speed tire blowout stability control method according to claim 9, characterized in that the torque balance constraint is expressed by the following formula: ; The yaw moment balance constraint is expressed by the following formula: ; in, The wheelbase is... The effective rolling radius of the wheel is... To control the reference yaw moment, coefficient vector

[0016] Depending on the location of the tire blowout, the coefficient vector in the yaw moment balance constraint Take the following values ​​respectively: When the tire blowout is the left front wheel, the three healthy wheels are the right front wheel, left rear wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the right front wheel, the three healthy wheels are the left front wheel, left rear wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the left rear wheel, the three healthy wheels are the left front wheel, right front wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the right rear wheel, the three healthy wheels are the left front wheel, the right front wheel, and the left rear wheel, and the coefficient vector... for .

[0017] In conjunction with the first aspect, in one implementation, the optimal torque distribution is solved and allocated to the corresponding healthy wheels, while the motor output torque of the wheel with the blown tire is set to 0 and output to the motors of each wheel for execution. Specifically, this includes: Torque output to the four-wheel motor Determined according to the following rules: If the tire that blew out was the left front tire, then = ; If the tire that blew out was the right front tire, then = ; If the tire that blew out was the left rear tire, then = ; If the tire that blew out was the right rear tire, then = .

[0018] In conjunction with the first aspect, in one embodiment, the method further includes: exiting the stability control step when the vehicle speed data is less than or equal to a second preset vehicle speed threshold; the second preset vehicle speed threshold is less than a first preset vehicle speed threshold.

[0019] Secondly, embodiments of this application provide a system for single-wheel high-speed tire blowout stability control, comprising: The data acquisition module is used to acquire vehicle operating parameters, determine whether there is a single tire blowout based on the operating parameters, acquire the vehicle's current yaw rate, and acquire vehicle parameters. The control module is used to perform stability control when the data acquisition module determines that a single tire blowout has occurred; The control module includes: The yaw moment calculation unit is used to calculate the vehicle reference yaw rate based on vehicle operating parameters, calculate the reference yaw moment based on the deviation between the vehicle reference yaw rate and the current yaw rate, determine the actual yaw moment and the control yaw moment based on the vehicle parameters, determine the disturbance yaw moment based on the deviation between the actual yaw moment and the control yaw moment, and determine the control reference yaw moment based on the reference yaw moment and the disturbance yaw moment. The torque optimization allocation unit is used to determine the three healthy wheels other than the blown-out wheel based on the location of the blown-out wheel, perform torque optimization allocation on the three healthy wheels, solve for the optimal torque allocation, and allocate the torque. The output unit is used to distribute the optimal torque of the three healthy wheels obtained by the solution to the corresponding healthy wheels, and set the motor output torque of the blown-out wheel to 0, and output it to each wheel motor for execution.

[0020] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a single-wheel high-speed tire blowout stability control method.

[0021] Fourthly, embodiments of this application provide a vehicle, including: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement a single-wheel high-speed tire blowout stability control method.

[0022] The beneficial effects of the technical solutions provided in this application include: 1. This application calculates the vehicle's reference yaw rate by acquiring the vehicle's current steering wheel angle data, and calculates the reference yaw moment based on the deviation between the vehicle's reference yaw rate and the current yaw rate, enabling vehicle stability control to accurately compensate based on the driver's steering intention. Simultaneously, by acquiring vehicle parameters to determine the actual yaw moment and control yaw moment, and based on the deviation between the two, the disturbance yaw moment is determined, achieving real-time observation of external disturbances such as tire blowouts, wind resistance, and road bumps. The combination of these two methods allows the control reference yaw moment to be accurately calculated based on the driver's intention and the actual disturbance amount, solving the problem in traditional solutions where the inability to accurately acquire the tire blowout disturbance moment leads to low braking yaw moment efficiency and ineffective yaw suppression.

[0023] 2. This application determines three healthy wheels based on the location of the blown tire, uses the motor output torque of these three healthy wheels as the optimization variable, and employs the upper and lower limits of each motor's torque capability as constraints to solve for the optimal torque distribution with a predetermined optimization objective. Compared to traditional ESC braking intervention schemes, this application uses torque balance constraints to ensure that the sum of the output torques of the three healthy wheels equals the torque requested by the driver, maximizing the preservation of the driver's power needs while maintaining stability; it also achieves precise compensation for blown tire disturbances through yaw moment balance constraints; and it solves the problem of relatively independent control modules and lack of unified scheduling capabilities in traditional schemes.

[0024] 3. This application sets the motor output torque of the blown-out wheel to 0, avoiding the damaged wheel from continuing to bear the driving torque and causing secondary risks. At the same time, it assigns the optimal torque distribution to the corresponding healthy wheel, forming a stable three-wheel drive mode, which further improves the driving safety and stability after a blowout. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram illustrating the main steps of the present invention; Figure 2 This is a flowchart of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0028] Example 1: Please see Figure 1 and Figure 2 This embodiment provides a single-wheel high-speed tire blowout stability control method. This method is applicable to four-wheel independent drive vehicles, where each wheel is equipped with an independent drive motor, and each motor can independently control its output torque. Under the four-wheel independent drive architecture, the speed and torque information of each wheel can be obtained in real time through the motor controller. The method specifically includes the following steps: S1. Tire blowout identification and judgment; Obtain vehicle operating parameters and determine whether a single tire blowout has occurred based on the operating parameters; In this embodiment, the vehicle operating parameters include tire pressure data and vehicle speed data for each wheel, wherein; Tire pressure data: acquired through high-frequency tire pressure sensors installed on the rims of each wheel; Vehicle speed data: estimated through wheel speed sensors or vehicle controller; Current steering wheel angle data: acquired via steering wheel angle sensor; To determine if a single tire blowout has occurred, specifically: The judgment criteria are as follows: when the tire pressure data of a certain wheel drops below the first preset pressure value within a preset time period, and the vehicle speed data is greater than the first preset vehicle speed threshold, it is determined that there is a single tire blowout. The preset time period is 750ms, the first preset pressure value is 1.2Bar, and the first preset vehicle speed threshold in this embodiment is 60Kph. If only one wheel meets the above tire blowout determination conditions, then that wheel is determined to be the blowout wheel.

[0029] Those skilled in the art will understand that the standard tire pressure for passenger cars is generally 2.4~2.7 Bar. During a tire blowout, the tire pressure drops rapidly, while the rate of pressure drop during normal slow leaks (such as from a nail puncture) is much lower than that during a blowout. Through real-vehicle tests, rapid deflation data for different models at different speeds was collected. 750ms is the empirical dividing line between a tire blowout and normal rapid leaks (such as from a damaged valve stem); 1.2 Bar is the critical threshold for the current ambient air pressure. When the tire pressure falls below this value, the tire has completely lost pressure, and rolling resistance undergoes a sudden change, requiring the activation of control mechanisms. In practical applications, the two thresholds mentioned above can be adaptively adjusted according to the standard tire pressure and tire specifications of different vehicle models. For example, SUV models have higher standard tire pressure, so the first preset pressure value can be increased to 1.4 Bar accordingly. If only one wheel meets the above tire blowout determination conditions, then that wheel is determined to be the blowout wheel. If multiple wheels meet the blowout conditions at the same time, the control strategy of this embodiment will not intervene to avoid the healthy wheels not being able to provide sufficient compensation torque.

[0030] When a tire blowout is detected, stability control procedures are executed, specifically: S2. Calculate the reference yaw moment; Obtain the vehicle's current yaw rate and current steering wheel angle data; Among them, the current yaw rate is collected in real time by the yaw rate sensor, and the current steering wheel angle is collected by the steering wheel angle sensor; Calculate the vehicle's reference yaw rate based on vehicle operating parameters. Specifically, based on the current steering wheel angle data and vehicle speed data, the reference yaw rate of the entire vehicle is calculated using a two-degree-of-freedom reference model. This reference value represents the vehicle yaw response expected by the driver. The two-degree-of-freedom vehicle model is a classic model in the field of vehicle dynamics control. This is existing technology and will not be elaborated on here. Based on the whole vehicle reference yaw rate With the current yaw rate Deviation calculation reference yaw moment The calculation formula is as follows: ; in, The reference yaw rate of the entire vehicle is given. The current yaw rate, The moment of inertia of the entire vehicle. To control the cycle; This formula represents the magnitude of the torque required to bring the vehicle's actual yaw rate closer to the driver's desired reference yaw rate in the next control cycle. By acquiring the vehicle's current steering wheel angle data, the reference yaw rate of the whole vehicle is calculated, and the reference yaw torque is calculated based on the deviation between the reference yaw rate and the current yaw rate, enabling vehicle stability control to make precise compensation based on the driver's steering intention.

[0031] S3. Determine the disturbance yaw moment; The vehicle parameters are obtained. In this embodiment, the vehicle parameters include the actual output torque of each wheel, yaw acceleration, wheel track, and effective rolling radius of the wheel. The actual yaw moment of the entire vehicle is calculated using the following formula: ; in, This is the yaw acceleration. The formula, which is the moment of inertia of the entire vehicle, is based on the equation of rigid body rotation about a fixed axis. It converts the yaw acceleration measured by the sensor into the total yaw torque actually experienced by the vehicle.

[0032] The yaw moment is calculated using the following formula: ; in, This is a vector containing the actual output torque of the four wheels. The wheelbase is the distance between the wheels. The effective rolling radius of the wheel is denoted by . In the coefficient vector, the negative sign corresponds to the left wheel (generating a negative yaw torque), and the positive sign corresponds to the right wheel (generating a positive yaw torque). This formula can be used to synthesize the actual output driving torque of the four motors into an active control yaw torque.

[0033] The disturbance yaw moment is calculated using the following formula: ; The disturbance yaw moment is the difference between the actual yaw moment of the vehicle and the yaw moment actively controlled by the motor. It includes all external factors other than the motor that affect the yaw moment of the vehicle, such as increased rolling resistance of the tire after a blowout, wind resistance, and road bumps. This method enables real-time observation of external disturbances such as tire blowouts without the need for complex modeling for different blowout patterns.

[0034] S4. Saturation limit and calculation of control reference yaw moment; To prevent sudden changes in torque calculation caused by sensor jitter or abnormal signals, the reference yaw moment is adjusted. and disturbance yaw moment In this embodiment, upper and lower saturation limits are applied separately: The reference yaw moment is saturated and limited according to the following formula: ; The following formula for the disturbance yaw moment is subject to saturation constraint: ; in, and These are the upper and lower limits of saturation for the reference yaw moment, respectively. and These are the upper and lower limits of the saturation for the disturbance yaw moment, respectively. They are fixed calibration values ​​related to the vehicle model and motor capabilities, and are determined through actual vehicle calibration tests.

[0035] The specific calibration method is as follows: First, obtain the peak torque capability of each motor at different speeds through motor bench testing, and then multiply the torque limit value by the wheelbase factor. This is converted to the yaw moment limit value; based on this, a safety margin of 20% to 30% is left as the initial calibration value; finally, in the actual vehicle tire blowout test, the above calibration value is finely adjusted according to the control response speed and stability margin. If the calibration value is too large, the motor output torque demand will exceed the physical capacity, and the control will fail; if the calibration value is too small, the normal noise of the sensor will frequently trigger the saturation limit, resulting in insufficient control torque and weakened yaw suppression effect.

[0036] The control reference yaw moment is calculated using the following formula: ; That is, the net yaw torque that ultimately needs to be actively compensated by the motor is equal to the reference yaw torque after saturation limitation minus the disturbance yaw torque after saturation limitation.

[0037] S5. Solve for the optimal torque distribution; Based on the location of the blown tire, the other three healthy tires are determined. The motor output torque of the three healthy tires is used as the optimization variable, and the upper and lower limits of the torque capacity of each motor are used as constraints. The torque is optimized and allocated according to the predetermined optimization objective.

[0038] In this embodiment, the predetermined optimization objective is to minimize the sum of the squares of the motor output torques of the three healthy wheels, i.e. The objective function is a convex quadratic form, which makes the optimization problem have a unique global optimum. When solving for the optimal torque distribution of the three healthy wheels, the torque balance constraint is also included, which is that the sum of the output torques of the three healthy wheels is equal to the torque requested by the driver, and the yaw moment balance constraint is that the yaw moment generated by the three healthy wheels is equal to the control reference yaw moment. The following optimization task is constructed for solving: ; The following constraints must be met: Torque balance constraint: ; Yaw moment balance constraint: ; Motor torque capacity upper and lower limits constraints: ; in, The motor output torque vector for the three healthy wheels. Request torque for the driver, The wheelbase is... The effective rolling radius of the wheel is... To control the reference yaw moment, These are the lower and upper limits of the torque capability of the motors in the three healthy wheels, respectively. The coefficient vector is determined based on the location of the wheel with the blown tire. This embodiment takes a tire blowout on the left front wheel as an example. In this case, the three healthy wheels are the right front wheel, the left rear wheel, and the right rear wheel. The optimization variable is x= coefficient vector for By substituting these values ​​into the optimization problem, the optimal torque distribution of the three healthy wheels can be obtained.

[0039] The solution logic for the other three tire blowout locations (right front tire, left rear tire, and right rear tire) is exactly the same as for a left front tire blowout; only the selection of variables and the coefficient vector are optimized. The value is adjusted according to the location of the tire blowout. Specifically: When the tire blowout is the right front wheel, the three healthy wheels are the left front wheel, left rear wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the left rear wheel, the three healthy wheels are the left front wheel, right front wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the right rear wheel, the three healthy wheels are the left front wheel, the right front wheel, and the left rear wheel, and the coefficient vector... for .

[0040] Those skilled in the art will understand that, under the condition of satisfying the torque balance constraint (i.e., the sum of the output torques of the three healthy wheels equals the torque requested by the driver), Under the premise of minimizing and balancing the output torque of each healthy wheel's motor, the goal is to minimize the output torque of each motor. Specifically, minimizing the sum of squares effectively prevents any single motor from bearing excessive output torque, thus preventing overload on a single shaft that could lead to thermal protection or mechanical fatigue. With the total torque demand remaining constant, minimizing the sum of squares is equivalent to balancing the torque of each motor as much as possible, which helps improve the overall efficiency of the power system and reduce energy consumption. The convex quadratic objective function, combined with linear equality and inequality constraints, constitutes a standard quadratic programming problem, which can be solved in milliseconds using mature algorithms such as the interior point method or the effective set method, meeting the real-time requirements of tire blowout control.

[0041] S6, Output Execution; The optimal torque distribution of the three healthy wheels obtained in step S5 is assigned to the corresponding healthy wheels, and the motor output torque of the blown-out wheel is set to 0 and output to each wheel motor for execution. The torque T_out output to the four-wheel motor is determined according to the following rules: If the tire that blew out was the left front tire, then = ; If the tire that blew out was the right front tire, then = ; If the tire that blew out was the left rear tire, then = ; If the tire that blew out was the right rear tire, then = ; By setting the motor output torque of the blown-out wheel to 0, the damaged wheel is prevented from continuing to bear the driving torque, which could lead to secondary risks such as tire derailment or rim damage. At the same time, the optimal torque is distributed to the three healthy wheels to form a stable three-wheel drive mode, further improving driving safety and stability after a tire blowout.

[0042] In addition, when the vehicle speed data is less than or equal to the second preset vehicle speed threshold, the stability control step is exited. In this embodiment, the second preset vehicle speed threshold is preferably 30 kph. This exit condition is set to prevent the control from frequently intervening and exiting when the vehicle speed fluctuates around 60 kph, thereby improving control stability.

[0043] Example 2: This embodiment provides a single-wheel high-speed tire blowout stability control system. This system is applied to a four-wheel independent drive vehicle and is used to implement the method described in Embodiment 1. The system includes: The data acquisition module is used to acquire vehicle operating parameters, determine whether there is a single tire blowout based on the operating parameters, acquire the vehicle's current yaw rate, and acquire vehicle parameters. The data acquisition module specifically includes a tire pressure acquisition submodule, a vehicle speed acquisition submodule, a steering wheel angle acquisition submodule, a yaw rate acquisition submodule, and a vehicle parameter submodule, which are used to acquire tire pressure data, vehicle speed data, current steering wheel angle data, current yaw rate, and vehicle parameters for each wheel, respectively. This module corresponds to step S1 in Embodiment 1, and its determination logic is completely consistent with Embodiment 1: when the tire pressure data of a certain wheel drops below 1.2 Bar within 750ms, and only one wheel meets this condition, the wheel is determined to be a blowout wheel.

[0044] A control module is used to perform stability control when the data acquisition module determines that a single-wheel tire blowout has occurred. The control module further includes: The yaw moment calculation unit is used to perform all calculations in steps S2 to S4 of Embodiment 1, specifically including: calculating the vehicle reference yaw rate based on the current steering wheel angle data and vehicle speed data, and calculating the reference yaw moment based on the deviation between the vehicle reference yaw rate and the current yaw rate; determining the actual yaw moment and the control yaw moment based on vehicle parameters, and determining the disturbance yaw moment based on the deviation between the actual yaw moment and the control yaw moment; applying upper and lower saturation limits to the reference yaw moment and the disturbance yaw moment respectively, and calculating the control reference yaw moment based on the difference between the reference yaw moment and the disturbance yaw moment after saturation limit.

[0045] The torque optimization and allocation unit is used to execute step S5 in Embodiment 1. Based on the location of the blown tire, it determines the other three healthy tires. The motor output torque of the three healthy tires is used as the optimization variable, the upper and lower limits of the torque capability of each motor are used as constraints, the optimization objective is to minimize the sum of the squares of the motor output torques of the three healthy tires, and the torque balance constraint is that the sum of the output torques of the three healthy tires equals the torque requested by the driver, and the yaw moment balance constraint is that the yaw moment generated by the three healthy tires equals the control reference yaw moment. The optimal torque allocation of the three healthy tires is solved. When multiple tires meet the blowout condition at the same time, the control module does not intervene to avoid the healthy tires not providing sufficient compensation torque.

[0046] The output unit is used to execute step S6 in Embodiment 1, assigning the optimal torque distribution of the three healthy wheels obtained by the solution to the corresponding healthy wheels, and setting the motor output torque of the blown-out wheel to 0, and outputting it to each wheel motor for execution.

[0047] The specific working principles of each module have been described in detail in Example 1. The calculation formulas, optimization models, constraints and parameter calibration methods used in each module are consistent with those in Example 1, and will not be repeated here.

[0048] Example 3: This embodiment provides a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements the single-wheel high-speed tire blowout stability control method as described in Embodiment 1. The storage medium can be any form of computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk. When the computer program in the storage medium is executed by the processor of the vehicle controller or the whole vehicle controller, it can realize all the functions of steps S1 to S6 in Embodiment 1, including tire blowout identification and judgment, calculation of reference yaw moment and disturbance yaw moment, saturation limiting, optimization allocation solution, and output execution.

[0049] Example 4: This embodiment provides a vehicle that is a four-wheel independent drive vehicle, with each wheel equipped with an independent drive motor. Each motor can independently control its output torque, and the speed and torque information of each wheel can be obtained in real time through a motor controller. The vehicle includes one or more processors and a storage device. The storage device stores one or more programs. When one or more programs are executed by one or more processors, the processors implement the single-wheel high-speed tire blowout stability control method as described in Embodiment 1. By executing the method described in Embodiment 1, the vehicle can quickly identify the tire blowout, accurately compensate for the disturbance torque when a single wheel experiences a high-speed tire blowout, and maximize the preservation of the driver's power needs while ensuring stability, thereby improving driving safety after a tire blowout.

[0050] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0051] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0052] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for controlling the stability of a single-wheel high-speed tire blowout, characterized in that, Includes the following steps: Obtain vehicle operating parameters, determine whether a single tire blowout has occurred based on the operating parameters, and if so, execute a stability control step, which includes: The current yaw rate of the vehicle is obtained, the reference yaw rate of the whole vehicle is calculated based on the vehicle operating parameters, and the reference yaw moment is calculated based on the deviation between the reference yaw rate of the whole vehicle and the current yaw rate. The vehicle parameters are obtained, and the actual yaw moment and control yaw moment of the whole vehicle are determined based on the vehicle parameters. The disturbance yaw moment is determined based on the deviation between the actual yaw moment and the control yaw moment. The control reference yaw moment is determined based on the reference yaw moment and the disturbance yaw moment. Based on the location of the blown tire, determine the other three healthy tires. Optimize the torque distribution among the three healthy tires, solve for the optimal torque distribution, and allocate it to the corresponding healthy tires. Simultaneously, set the output torque of the motor of the blown tire to 0 and output it to the motors of each wheel for execution.

2. The single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, The vehicle operating parameters include tire pressure data for each wheel, vehicle speed data, and current steering wheel angle data.

3. The single-wheel high-speed tire blowout stability control method according to claim 2, characterized in that, The calculation of the vehicle reference yaw rate based on vehicle operating parameters is specifically obtained by using the current steering wheel angle data and vehicle speed data through a two-degree-of-freedom vehicle model.

4. The single-wheel high-speed tire blowout stability control method according to claim 2, characterized in that, Determining whether a single tire blowout has occurred based on the vehicle's operating parameters specifically includes: If the tire pressure of any wheel drops below the first preset pressure value within a preset time period, and the vehicle speed is greater than the first preset vehicle speed threshold, then a single-wheel tire blowout is determined to have occurred.

5. The single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, The reference yaw moment is calculated based on the deviation between the reference yaw rate of the whole vehicle and the current yaw rate, specifically using the following formula: ； in, The reference yaw rate of the entire vehicle is given. The current yaw rate, The moment of inertia of the entire vehicle. To control the cycle.

6. The single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, The vehicle parameters include the actual output torque of each wheel, yaw acceleration, wheel track, and effective rolling radius of the wheel. Based on the vehicle parameters, the actual yaw moment and the control yaw moment of the entire vehicle are determined, specifically calculated using the following formula: ； ; in, This represents the actual yaw moment of the entire vehicle. This is the yaw acceleration. The moment of inertia of the entire vehicle. To control the yaw moment, A vector containing the actual output torque of the four wheels. The wheelbase is... The effective rolling radius of the wheel.

7. The single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, When determining the control reference yaw moment based on the reference yaw moment and the disturbance yaw moment, the control reference yaw moment and the disturbance yaw moment are subject to upper and lower saturation limits respectively using the following formulas: The reference yaw moment is saturated and limited according to the following formula: ； The following formula for the disturbance yaw moment is subject to saturation constraint: ； in, and These are the upper and lower limits of saturation for the reference yaw moment, respectively. and These are the upper and lower limits of the saturation for the disturbance yaw moment, respectively, which are fixed calibrated values ​​related to the vehicle model and motor capabilities.

8. The single-wheel high-speed tire blowout stability control method according to claim 7, characterized in that, The control reference yaw moment is calculated using the following formula: ; in, This is the reference yaw moment after saturation limiting. The disturbance yaw moment after saturation limitation is given.

9. The single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, The torque is optimized and distributed among the three healthy wheels, specifically including: Using the output torque of the motors of the three healthy wheels as the optimization variable, torque optimization allocation is carried out under torque balance constraints, yaw moment balance constraints, and upper and lower limits of torque capacity constraints of each motor. The torque balance constraint is that the sum of the output torques of the three healthy wheels is equal to the torque requested by the driver, and the yaw moment balance constraint is that the yaw moment generated by the three healthy wheels is equal to the control reference yaw moment.

10. The single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, The optimization objective of the torque optimization allocation is to minimize the sum of the squares of the motor output torques of the three healthy wheels.

11. The single-wheel high-speed tire blowout stability control method according to claim 9, characterized in that, The torque balance constraint is expressed by the following formula: ; The yaw moment balance constraint is expressed by the following formula: ; in, Request torque for the driver. The wheelbase is... The effective rolling radius of the wheel is... To control the reference yaw moment, For coefficient vectors; Depending on the location of the tire blowout, the coefficient vector in the yaw moment balance constraint Take the following values ​​respectively: When the tire blowout is the left front wheel, the three healthy wheels are the right front wheel, left rear wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the right front wheel, the three healthy wheels are the left front wheel, left rear wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the left rear wheel, the three healthy wheels are the left front wheel, right front wheel, and right rear wheel, and the coefficient vector... for ; When the tire blowout is the right rear wheel, the three healthy wheels are the left front wheel, the right front wheel, and the left rear wheel, and the coefficient vector... for .

12. The single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, Solve for the optimal torque distribution and allocate it to the corresponding healthy wheels, while setting the motor output torque of the wheel with the blown tire to 0, and then outputting it to the motors of all wheels for execution. Specifically, this includes: Torque output to the four-wheel motor Determined according to the following rules: If the tire that blew out was the left front tire, then = ; If the tire that blew out was the right front tire, then = ; If the tire that blew out was the left rear tire, then = ; If the tire that blew out was the right rear tire, then = .

13. The single-wheel high-speed tire blowout stability control method according to claim 4, characterized in that, Also includes: When the vehicle speed data is less than or equal to the second preset vehicle speed threshold, the stability control step is exited; the second preset vehicle speed threshold is less than the first preset vehicle speed threshold.

14. A system based on the single-wheel high-speed tire blowout stability control method according to claim 1, characterized in that, include: The data acquisition module is used to acquire vehicle operating parameters, determine whether there is a single tire blowout based on the operating parameters, acquire the vehicle's current yaw rate, and acquire vehicle parameters. The control module is used to perform stability control when the data acquisition module determines that a single tire blowout has occurred; The control module includes: The yaw moment calculation unit is used to calculate the vehicle reference yaw rate based on vehicle operating parameters, calculate the reference yaw moment based on the deviation between the vehicle reference yaw rate and the current yaw rate, determine the actual yaw moment and the control yaw moment based on the vehicle parameters, determine the disturbance yaw moment based on the deviation between the actual yaw moment and the control yaw moment, and determine the control reference yaw moment based on the reference yaw moment and the disturbance yaw moment. The torque optimization allocation unit is used to determine the three healthy wheels other than the blown-out wheel based on the location of the blown-out wheel, perform torque optimization allocation on the three healthy wheels, solve for the optimal torque allocation, and allocate the torque. The output unit is used to distribute the optimal torque of the three healthy wheels obtained by the solution to the corresponding healthy wheels, and set the motor output torque of the blown tire wheel to 0, and output it to each wheel motor for execution.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the single-wheel high-speed tire blowout stability control method as described in claim 1.

16. A vehicle, characterized in that, include: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the single-wheel high-speed tire blowout stability control method as described in claim 1.

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