CN110481541B

CN110481541B - Safe and stable control method for automobile tire burst

Info

Publication number: CN110481541B
Application number: CN201910388016.7A
Authority: CN
Inventors: 吕杉; 吕柏言
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-05-14
Filing date: 2019-05-10
Publication date: 2021-04-20
Anticipated expiration: 2039-05-10
Also published as: CN110481541A; CN108501944A

Abstract

The invention relates to a safe and stable control method for automobile tire burst, which is used for vehicles with people and unmanned vehicles, is based on vehicle braking, driving, steering and suspension systems, and belongs to the field of automobile tire burst safety. The method determines tire burst detection, tire pressure state and steering mechanical state mode, and adopts a safe and stable control mode, a model and an algorithm, a control structure and a flow of automobile tire burst; based on the tire burst state point, vehicle braking, driving, steering wheel rotating force and suspension balance control are coordinated through entering and exiting of tire burst control and conversion of normal and tire burst control modes, and real or non-real tire burst process overlapping tire burst control is achieved; under the condition that the tire burst process state, the tire burst wheel and the vehicle motion state change rapidly, important technical barriers that the tire burst of the wheel and the vehicle is seriously unstable, the tire burst extreme state is difficult to control and the like are broken through, and the important problem which puzzles the tire burst safety of the automobile for a long time at present is solved.

Description

Safe and stable control method for automobile tire burst

Technical Field

The invention belongs to the field of automobile tire burst safety

Background

The tire burst of the automobile, particularly the automobile on the expressway, is a malignant accident with extremely high risk and high occurrence probability, the tire burst safety of the automobile is a major subject which is not effectively broken through at home and abroad, and relevant technical literature search shows that the current technical scheme aiming at the subject mainly comprises the following steps. The Tire Pressure Monitoring System (TPMS) is widely applied to various vehicles as a mature tire pressure detection technology, and relevant tests and technologies show that: by means of tire pressure monitoring, the probability of tire burst can be reduced, but the tire burst, the tire pressing and the related parameters of the tire internal temperature do not have strict corresponding relation in a time-space domain, so that the TPMS cannot really and effectively solve the safety problems of the tire burst and the tire burst of an automobile in real time. The invention provides a system mainly comprising a tire pressure sensor, an electronic control device, a braking force balancing device and a lifting force composite suspension, and realizes the tire burst safety of a vehicle by controlling the balanced braking force and the tire burst suspension lift of the system. The invention provides a vehicle tire burst safety and stability control system based on a vehicle-mounted braking anti-lock braking system (ABS) and a stability control system (VSC), and realizes the vehicle tire burst safety and stability control by distributing the braking force of each wheel through a brake force adjuster formed by high-speed switching electromagnetic valves. Although the technical scheme provides a prototype of a vehicle tire burst safety control system, in order to solve the important technical problem of vehicle tire burst safety, a higher technical platform is needed, and a great breakthrough is made to the technical problems of vehicle tire burst state, tire burst judgment, stable deceleration, steady-state control and the like. The invention provides a technical scheme for controlling a vehicle to maintain the original driving direction through steering auxiliary motor control, wherein the scheme has a certain effect on the original direction control of the vehicle with the tyre burst, and the aim of safely and stably controlling the tyre burst of the vehicle is difficult to achieve only by controlling the original direction of the vehicle in the actual control process. And fifthly, a tire burst brake control system and a tire burst brake control method (Chinese patent No. 201310403290) provide a technical scheme for controlling wheel brake through a difference signal of vehicle tire burst and non-tire burst wheel brake anti-lock control, but related technical problems and solutions of vehicle stability control and the like of a wheel are not considered in the braking force related to the scheme, so that the aim of vehicle tire burst safety control is difficult to achieve. With the development of modern electronic technology, automatic control technology and automobile safety technology, a new mode, namely a mode for safely and stably controlling automobile tire burst, needs to be developed, and the major problem which puzzles the automobile tire burst safety for a long time is solved. Patentees and collaborators of Chinese invention patents are based on the following patents: "car safe tire pressure that blows out shows adjustable suspension system, patent number: 97107850.5, application date, 1997.12.30 "," automobile tire burst safety and stability control system, patent number: 01128885x application date: 2001.9.24', a new safe and stable control method for automobile tire burst is provided, and a new design concept and technical scheme are hopefully adopted to solve the important technical problem of automobile tire burst safety at home and abroad.

Disclosure of Invention

The invention aims to provide a safe and stable control method for automobile tire burst, which is a method (simply called method or method) for realizing the braking, driving, steering, engine control or independent coordination control of a vehicle with a burst tire by braking, driving, steering, engine control or suspension control based on a vehicle braking, driving, steering and suspension system, and aims to realize the following steps: the method adopts a safe and stable control method, a mode, a model and an algorithm for vehicle tire burst, and designs a tire burst main control program or a tire burst control program or software through structured program design; the method is provided with an information unit, a tire burst controller and an execution unit, and covers a vehicle driven by chemical energy or electric power, a manned vehicle or an unmanned vehicle; the manned vehicle is provided with a tire burst master controller, the unmanned vehicle is provided with a central master controller, and the master controller arranged in the method comprises the following steps: acquiring and processing tire burst information, calculating parameters, identifying a tire burst mode, judging the tire burst, controlling the entry and exit of the tire burst, converting a control mode, manually controlling or connecting a vehicle network controller with a vehicle; wherein, the puncture pattern recognition and puncture judgment adopt an indirect or direct mode, the indirect mode is as follows: including characteristic tire pressure or state tire pressure, indirect mode: setting a tire pressure sensor, and identifying according to a tire burst mode of the detected tire pressure to realize tire burst judgment; the tire burst control is a steady-state deceleration control of wheels and vehicles, and is a stability control of vehicle direction, vehicle attitude, lane keeping, path tracking, collision avoidance and vehicle body balance. The method is provided with a braking, driving, steering and engine or suspension tire burst controller, and realizes independent and coordinated control of tire burst braking, steering or suspension tire burst controller based on the controller; the method relates to vehicle tire burst, tire burst judgment and tire burst control, and based on the tire burst state process, the whole process dynamic control of the vehicle state is realized through wheel braking and driving, engine output, steering of a steering wheel, suspension lift adjustment, vehicle speed, vehicle attitude, vehicle path tracking and stable deceleration regulation and control in the state process. The flat tire control and controller mainly adopts various control coordination and self-adaptive control modes of flat tire, and comprises the following three active control modes and controllers. The control system comprises a control mode and a controller for controlling tire burst of a manned vehicle. The device mainly adopts a compatible mode of tire burst manual intervention control and active control, is independently arranged and shares equipment resources such as a sensor, an electric control unit (comprising a structure and a functional module), an actuator and the like with a vehicle-mounted system. And setting a tire burst judgment, control mode conversion and a tire burst controller. Tire burst determiner: the method mainly adopts three judging modes of detecting the tire pressure, the characteristic tire pressure and the state tire pressure by the wheel. Controlling the mode converter: the method mainly adopts a normal and flat tire working condition control conversion mode, and the conversion of the flat tire working condition active control and the manual intervention flat tire control mode. And secondly, setting a tire burst control mode and a controller of the unmanned vehicle with a manual auxiliary operation interface. The controller performs auxiliary intervention on tire burst control by means of driving, braking and steering control operation interfaces, shares a vehicle-mounted system sensor, machine vision, communication, navigation, positioning and artificial intelligence controllers with the unmanned vehicle, and is provided with tire burst and tire burst judgment, control mode conversion and a tire burst controller. The unmanned control of the vehicle is realized through environment perception, navigation positioning, path planning and vehicle control decision (including tire burst control decision), including vehicle tire burst collision avoidance, tire burst path tracking and tire burst attitude control. Tire burst determiner: the method mainly adopts three judging modes of detecting the tire pressure, the characteristic tire pressure and the state tire pressure by the wheel. Controlling the mode converter: the method mainly adopts the mode conversion of normal working condition unmanned control and manual intervention unmanned control, and normal working condition unmanned control and tire burst working condition active control. A tire burst controller: the method mainly adopts a compatible mode of unmanned vehicle control or unmanned vehicle control with a manual auxiliary operation interface, and unmanned vehicle control with manual intervention or without manual intervention and tire burst active control. And thirdly, a tire burst control and controller of the unmanned vehicle. The controller and the unmanned vehicle share a vehicle-mounted system sensor, machine vision, communication, positioning, navigation and artificial intelligence controller. And setting a tire burst judgment device, a control mode conversion device and a tire burst controller. Under the condition that a vehicle networking network is constructed, an artificial intelligent networking controller is arranged as a networked vehicle, and unmanned control of the vehicle, including vehicle tire burst collision avoidance, path tracking and tire burst control, is realized through environment sensing, positioning, navigation, path planning and vehicle control decision making including tire burst control decision making. The tire burst determiner mainly adopts: the wheel detects three judging modes of tire pressure, characteristic tire pressure and state tire pressure. The control mode converter mainly adopts: and the control modes of the normal working condition unmanned control and the tire burst working condition active control and the normal working condition unmanned control and the tire burst working condition active control are switched. The control mode conversion is realized by switching of the tire burst control coordination signal. Based on the control modes, the tire burst controller realizes the stable deceleration of the tire burst vehicle and the stable control of the whole vehicle through the active anti-skid driving of the vehicle, the engine braking, the stable braking of a brake, the power output of an engine or an electric vehicle, the power-assisted steering or the electric control (wire control) steering of a steering system and the coordination control of a passive, semi-active or main suspension.

The information unit set by the method mainly comprises a sensor arranged on a vehicle-mounted control system, and each related sensor for controlling tire burst or a signal acquisition and processing circuit. Based on a vehicle tire burst control structure and flow, a tire burst safety and stability control mode, a model and an algorithm, a tire burst control program or software is compiled, and the software is in a non-module or modularized configuration. In the process of controlling tire burst, the controller directly or through a data bus acquires detection signals of each sensor output by the information unit, or acquires detection signals of each sensor, global satellite positioning navigation signals and mobile communication signals of the Internet of vehicles and global satellite, performs data and control processing through a central computer and an electric control unit, outputs signals to control an engine or an electric automobile power device, and adjusts the power output of the engine or the electric automobile power device; the output signal controls a brake regulator and regulates the braking force of each wheel and the whole vehicle; the output signal controls the power-assisted steering device to realize the control of the steering rotary force of the flat tire; the output signal controls the steer-by-wire system device; adjusting steering wheel angle theta_eOr and steering wheelThe applied ground rotary moment realizes the vehicle speed, active steering and path tracking control through tire burst control. And when the tire burst control exit signal comes, the tire burst control exits. The output signal controls the corresponding regulator and the corresponding execution device in the execution unit to realize the control of each regulated object.

Secondly, the method introduces the concept of vehicle tire burst instability: the concept defines two kinds of instability after the vehicle has a tire burst, including vehicle tire burst instability and instability caused by vehicle normal working condition control in a tire burst state. The method introduces the concepts of non-equivalent and equivalent, non-equivalent and equivalent relative parameters and deviation thereof of the wheels, thereby realizing the comparison of the equivalence and the inequivalence or the equivalence and the inequivalence of the state parameters of each wheel under the working conditions of normal and tire burst and the like. The method introduces a state tire pressure concept, a generalized tire pressure concept determined by a mathematical model and an algorithm of structural state parameters and control parameters of the vehicle, and does not take the detected tire pressure as the only technical characteristic for judging tire burst. In a category comprising wheel and vehicle state parameters such as tire pressure, wheel angular velocity, angular acceleration and deceleration, slip ratio, adhesion coefficient, vehicle yaw rate and the like, a concept of a tire burst state, a concept of tire burst characteristic parameters and parameter values are defined, the tire burst state process is quantitatively determined, and the tire burst state process and a control process are integrated, so that the state and the control function are related and can be a continuous function in a time domain and a space domain. The method defines a concept of tire burst judgment, adopts fuzzified, conceptualized and stateized tire burst judgment, can judge that the tire burst is realized as long as a vehicle with wheels enters a specific state, does not need to judge whether the vehicle actually bursts, and immediately enters the tire burst control. The method for judging and controlling the tire burst does not need to arrange a tire pressure sensor or reduce the detection condition of the tire pressure sensor, provides practical feasibility for indirect measurement of the tire pressure and tire burst control based on the indirect measurement, and determines the tire burst control with or without the tire pressure sensor. The method establishes an entering and exiting mechanism and a mode of the tire burst control, so that the vehicle tire burst control can enter or exit in real time under the condition that the real tire burst does not occur. Without the burst control exit mechanism, the definition of the burst state is impossible, and the burst control entering based on the state, fuzzification and conceptualization of the burst is impossible. The method sets control modes of active entry, automatic real-time exit, manual exit and the like according to the tire burst control of the vehicle wheels and the vehicle state. The manual controller is arranged to complete manual control and active control butt joint, definite tire burst control over uncertain tire bursts is achieved, and actual controllability and operability are achieved for tire burst and tire burst control of instantaneous and rapid changes of state parameters of wheels and vehicles. The method establishes the existence of a flat tire state parameter, a flat tire control parameter, a critical point, an inflection point and an odd point of the control, and divides the flat tire control into different stages or time zones of flat tire control in the early stage of flat tire, the real flat tire period, the inflection point period and the rim separation period and flat tire control quit and the like by adopting models such as conditions, thresholds and the like based on the point positions. And a segmented continuous or discontinuous function control mode is adopted, so that the tire burst control is adaptive to the tire burst and the tire burst state. The method adopts a program, a protocol or a conversion mode and a structure of a converter, takes a tire burst signal as a conversion signal, and actively realizes the conversion between a normal tire burst working condition control mode and a tire burst working condition control mode. The method is based on the driving, braking, engine, steering and suspension systems of the manned or unmanned vehicle, adopts the modes, models and algorithms of system tire burst master control and coordination and independent control of all subsystems to realize the mutual coordination control of engine braking, brake braking, engine output, steering wheel turning force, active steering and vehicle body balance (anti-roll), and constructs a relatively complete tire burst control structure. The driving, braking, steering, engine and suspension control of the vehicle under normal working conditions form an external circulation, and the driving, braking, steering, tire burst control entering, tire burst control process and tire burst control exiting of the engine and suspension form an internal circulation of tire burst coordination control. In the method, in the point positions such as critical points, inflection points, singularities and the like of the tire burst or the transition period of each control stage, the double instability of the control of the vehicle wheel under the condition of the sudden change of the instantaneous state of the vehicle wheel is successfully solved by reducing the steady-state control braking force of the tire burst wheel, reducing the balance braking force of each wheel, increasing the differential braking force of each wheel under the stable control of the whole vehicle, changing the control parameters such as the acceleration, deceleration and slip rate of the wheel angle equivalent or equivalent to the braking force, and changing the control modes such as the vehicle driving, braking, the turning force of the turning wheel and the turning wheel angle of the turning wheel. The method integrates the normal and tire burst working condition wheel and vehicle state control, allows the mutual overlapping of the normal and tire burst working condition control, and successfully solves the conflict of the normal and tire burst working condition control. The safe and stable control of automobile tyre burst is one kind of stable speed reducing control of vehicle wheel and vehicle, and is one kind of stable control of vehicle direction, vehicle posture, lane keeping, path tracking, collision prevention and vehicle body balance.

Thirdly, in order to describe the content of the method accurately and simply, the method adopts necessary technical parameters and mathematical formulas, the technical parameters are expressed by using characters and letters, and the meanings of the technical parameters are completely identical by the two expression modes. The mathematical model takes two forms of representation. Firstly, the front letter represents the type of a mathematical model, the rear bracket is arranged, the letter in the bracket represents a modeling parameter, and the specific form is as follows: q (x, y, z). Secondly, a function model is represented by a front letter, an equal sign is arranged behind the letter, a function is represented by f and other letters after the equal sign, a bracket is added behind the function letter, the letter in the bracket is a parameter and a variable, and the specific form is as follows: q ═ f (x, y, z). In the description of the present method, the technical terms "normal and flat conditions" are used. The normal working condition is as follows: all driving conditions of the vehicle except for tire burst are as follows: driving conditions under a vehicle flat tire, wherein the concept of flat tire and non-flat tire is defined by the method.

Based on the structure, mode and flow of controlling the tire burst of the manned and unmanned vehicles, the method adopts the following steps

1. Tire burst master control

1) Parameter calculation and calculator

The parameter calculator adopts the modes of test, detection, mathematical model, algorithm and the like, and determines the corresponding parameter values of the acceleration and deceleration of each wheel angle, the slip ratio, the adhesion coefficient, the vehicle speed, the dynamic load or the effective rolling radius of the wheels, the longitudinal and transverse acceleration and deceleration of the vehicle and the like in real time according to the requirements of the control process. The physical quantities difficult to measure are estimated by an observer, including estimation of the vehicle centroid slip angle by a Global Positioning System (GPS) or an extended kalman filter-based observer, and the like. The controller and the vehicle-mounted system of the system CAN share the detection data parameters and the calculation parameters of each sensor of the vehicle through physical wiring or a data bus (CAN and the like).

2) Recognizing a tire burst mode and judging the tire burst;

and the tire burst control adopts the identification of the characteristic tire pressure, the state tire pressure and the tire burst mode of the detected tire pressure and the determination of tire burst. And establishing a flat tire judgment mode and a flat tire judgment model based on flat tire mode identification to realize flat tire judgment. Definition of tire burst: no matter whether the wheel is actually flat or not, as long as the wheel vehicle 'abnormal state' represented by structural mechanics and motion state parameters, steering mechanics state parameters, vehicle driving state parameters and flat tire control parameter qualitative and quantitative characteristics of the wheel occurs, a flat tire judgment model is established based on flat tire mode identification, and the flat tire state determined qualitatively and quantitatively through the judgment model reaches a set condition, the wheel vehicle is judged to be flat, wherein the set condition also comprises qualitative and quantitative conditions. According to the definition of the tire burst, the tire burst state characteristics of the method are consistent with abnormal state characteristics of the vehicle under normal and tire burst working conditions, and are consistent with state characteristics of wheels, steering and the whole vehicle after the tire burst is real. By "consistent state characteristics" is meant: both of which are substantially the same or equivalent. Defining characteristic tire pressure and state tire pressure: the state tire pressure comprises a characteristic tire pressure and has the combined characteristics of the characteristic tire pressure. The characteristic tire pressure and the state tire pressure are dynamic, and the tire pressure and the state tire pressure are divided into two stages according to the tire burst state and the tire burst control process. The first stage is as follows: and a judging stage of the flat tire state pattern recognition. And determining the entering or exiting stage of the tire burst mode identification, the tire burst judgment and the tire burst control according to the mechanical state parameters of wheels, steering and vehicle movement and the tire burst control parameters of the abnormal state of the vehicle based on the normal working condition. And a second stage, a judgment stage of tire burst control mode identification: and determining the identification of a tire burst mode, the judgment of the tire burst, the continuation of the tire burst control or the exit of the control according to the control state and the parameters of the control state based on the tire burst control. The method adopts a sensor to detect the tire pressure or tire burst mode identification of the tire pressure in a state. The tire burst mode identification of the state tire pressure is established by representing the motion state of wheels, the steering mechanics state and the state parameters of the whole vehicle Other modes. State tire pressure p_reThe tire burst state characteristics of the wheel, the steering and the whole vehicle represented by the state tire pressure are consistent with the abnormal state characteristics of the wheel vehicle under normal and burst working conditions, and are consistent with the state characteristics of the wheel, the steering and the whole vehicle after the real tire burst. By "consistent state characteristics" is meant: the two are basically the same or equivalent, and the states comprise wheel motion, vehicle steering, whole vehicle posture, vehicle lane keeping and path tracking states. Each state is characterized quantitatively or/and qualitatively by a parameter. The process judgment that the tire pressure is judged as a tire pressure when the tire pressure or the tire pressure in a state is detected by the sensor is carried out, and the tire burst judgment is carried out based on the qualitative condition or the quantitative model of the tire burst identification mode. Setting a tire burst determination period H_vIn its period H_vIn the logic loop (2), the tire burst judgment is realized.

Firstly, identifying a tire burst mode in a tire burst state stage. Defining tire burst state pattern recognition and judgment: the identification of various abnormal states of the vehicle under the tire burst and normal working conditions is called tire burst mode identification according to the mechanical states and parameters of the wheels, the steering, the whole vehicle motion.

i. Characteristic tire pressure x of wheel motion state _bAnd identifying a tire burst mode, namely identifying a characteristic tire pressure mode for short. The pattern recognition is carried out by using a non-equivalent and equivalent relative parameter D of a vehicle wheel set two wheels_k、D_eA comparison of (a). D_kAnd D_eThis configuration is a basis for recognizing a tire burst of a vehicle from a wheel motion state. Defining two-wheel relative parameters D of vehicle_b: the same parameters were used for both runs. Defining two rounds of nonequivalent relative parameters D_k: any two rounds of relative parameters not specified for equivalence are not performed. Two rounds of equivalent relative parameters are defined: the nonequivalent relative parameters obtained in the two rounds are in the same parameter E_nUnder the condition of equal value or equivalent value, the nonequivalent relative parameter D representing the motion state of the two wheels of the vehicle is obtained through the established conversion model and algorithm_kConversion to the same parameter E_nEquivalent relative parameter D with equal value or equivalent_e. Wherein D_kThe nonequivalent relative parameters comprise wheel braking force, rotation angular speed and slip rate parameters.Same parameter E_nIncluding wheel braking or driving force, moment of inertia, coefficient of friction, load, wheel slip angle, steering wheel angle, and turning radius of the inner and outer wheels of the vehicle. Equivalent relative parameter D_eIncluding wheel braking force, rotational angular velocity, and slip ratio. Nonequivalent relative parameter D_kBy taking the same parameter E _nThe equivalent processing of the conversion model and the algorithm with equal values or equivalent values determines D_kCorresponding equivalent relative parameter D_e. This equivalence rule and process eliminates, isolates the same parameter E_nUnder the condition that the values of the parameters are unequal, when two wheel dynamic parameters are compared, uncertain effects and influences on tire burst judgment are exerted. The equivalent processing of the parameters quantificationally determines the state parameters of the two wheels, including the comparative relation among the braking force, the rotating angular speed and the slip ratio of the wheels. The same parameter E is obtained by two relative state parameters_nAnd through two rounds of equivalent relative state parameters D_eAnd comparing the parameter values to judge whether the two wheels have flat tires or not. To simplify the two-round parameter D_k、D_eAnd comparison or comparison of parameter values, D being used_k、D_eModeling the deviation or ratio between them, performing D_kAnd D_eComparison of (1). The two rounds of non-equivalent, equivalent relative parameter deviation and proportion are defined as follows: of the two wheels, D of wheel 1_k1、D_e1D with wheel 2_k2、D_e2Difference e (D) between_k)、e(D_e)：

e(D_k)＝D_k1-D_k2、e(D_e)＝D_e1-D_e2

Of the two wheels, D of wheel 1_k1、D_e1D with wheel 2_k2、D_e2Ratio e (D) between_k)、e(D_e)：

Based on e (D)_k)、e(D_e) Characteristic tire pressure x for establishing tire burst identification mode of wheel motion state _bModel and function model:

x_b(e(ω_e))、x_b＝f(e(ω_e))

at the same set parameter E_nIn, E_nIs taken as₁……E_n-1、E_nForming a set x of series characteristic tire pressures under the condition of different parameters and parameter numbers_b：

x_b[x_b1，x_b2......x_bn-1，x_bn]

Set x_bThe specific expression of the characteristic tire pressure in (1): nonequivalent relative parameter D_kThe middle parameter is the nonequivalent relative angular speed deviation e (omega) of the two wheels_k) Same parameter E_nTaking the middle parameter as the wheel braking force Q_iTime, non-equivalent relative angular velocity is biased by e (ω)_k1) For Q_iEquivalent relative angular velocity deviation e (ω)_d1) Is characterized in that the tire pressure is x_b1. Same parameter E_nTaking the parameter of (1) as the wheel braking force Q_iCoefficient of friction mu_iTime, non-equivalent relative angular velocity is biased by e (ω)_k2) For Q_i、μ_iEquivalent relative angular velocity e (ω)_d2) Deviation is characterized by tire pressure x_b2. Characteristic tire pressure x_bIs x_b[x_b1，x_b2]. Two rounds of equal relative angular velocity deviation e (ω)_e) Can deviate from the equivalent relative slip ratio e (S)_e) And (4) mutual substitution. In the tire burst judgment of the motion state of the wheel, the state recognition mode is divided according to the control states of non-braking, non-driving, braking, straight running and turning of the vehicle, and a set x of characteristic tire pressure is determined_b[x_b1，x_b2......x_bn-1，x_bn]Different types, simplifying non-equivalent, equivalent relative state parameters D by partitioning the vehicle into different control states_kAnd D _eThe method is suitable for tyre burst judgment of vehicles under different control and motion states. The tire burst judgment of the wheel motion state usually adopts the equivalent relative parameter D of two wheels of a balance wheel pair_eDeviation or equivalent relative parameter ratio. The balance wheel set is defined as: the wheel pair determined by the opposite directions of the braking force and the driving force of the two wheels or/and the ground acting force applied to the two wheels to the mass center moment of the vehicle is a balance wheel pair. Tire pressure x based on characteristics_bAnd identifying the integrated flat tire modes, establishing flat tire judgment logic for determining front and rear axles or diagonal wheel pairs, and determining flat tires, flat tire wheel pairs or flat tire balance wheel pairs based on the judgment logic.

ii. Characteristic tire pressure x of vehicle steering mechanical state_cAnd (4) recognizing a flat tire pattern. The pattern recognition is made from the vehicle steering mechanics states. In case of tire burst, the turning moment M_bDuring the generation and formation process, the tire burst state is transferred to a steering wheel through a steering system, the steering wheel rotation angle delta is 0, and the steering wheel torque M_cThe magnitude and direction of the vector change when M_bWhen a critical state is reached, the steering wheel torque M can be controlled according to the steering wheel angle delta_cVariation characteristics of, recognizing a flat tire turning moment M_b' generation and flat tire condition, and determination of flat tire revolution moment M _bThe' direction. M'_bThe critical state can be determined by the steering wheel angle delta and the steering wheel torque M_cA critical point of (2). Delta, M_cThe critical point of (a) is expressed as: steering wheel corner delta and torque M in tire burst process_cChange in size and direction, δ, M_cThe variation reaches a specific point which can identify the tire burst of the wheel and is called delta and M_cThe critical point of (2). Establishing steering wheel angle delta and torque M_cDelta, M of the sensor_cAnd the increment delta, delta M thereof_cSize and direction coordinate system, defining delta and M_cOrigin of (d), determining [ delta ] and [ M ]_c、Δδ、ΔM_cIn the direction of M_bIn the formation process, the crystal is formed by delta and M_c、Δδ、ΔM_cDetermining delta, M_cFrom the critical point of (A), thereby determining the flat tire cornering moment M_bEstablishing a tyre burst mode identification logic of a steering mechanical state according to the direction, and determining a tyre burst characteristic tyre pressure x according to the logic_c. Based on delta and M in each state of straight running or steering of the vehicle_c、Δδ、ΔM_cDetermining the tire burst turning moment M_bThe direction of' according to delta, M_c、Δδ、ΔM_cThe direction of the vehicle is established to determine the tire burst judgment logic in the front and rear axles or the diagonally arranged wheel pairs, and the tire burst wheel pairs or the tire burst balance wheel pairs are determined through the judgment logic.

iii, characteristic tire pressure x of motion state of whole vehicle _dAnd (4) recognizing a flat tire pattern. In the flat tyre state, the unbalanced yawing moment of the tyre burst wheel or other wheels to the mass center of the vehicle, i.e. the flat tyre yawing moment M_u'generation, resulting in a change in the vehicle's state of motion and state parameters, characteristic tire pressure x_dThe identification of the tire burst mode is made by the motion state and the state parameters of the whole vehicle. x is the number of_dBy steering wheel angle delta and yaw rate omega_rOr transverse swing rate, centroid slip angle beta, or longitudinal and transverse acceleration and deceleration of vehicle

For modeling parameters, under the working conditions of normal and tire burst of the vehicle, the deviation between the theoretical moment and the actual moment of the yaw of the vehicle is determined in real time

Centroid slip angle e_β(t) an

e_β(t) or

Mathematical model of the parameters, determining characteristic tire pressure x_dAnd (3) identifying a tire burst mode:

according to x_dPositive or negative, determining oversteer or understeer of the vehicle, determining a flat tire in front and rear axles or in diagonally arranged wheel sets by the steering wheel angle delta direction and the logic for determining oversteer or understeer of the vehicleAnd (4) wheels.

iv vehicle state tire pressure p_reThe flat tire pattern recognition in (2) adopts one of the following two modes. First, state tire pressure p_reAnd identifying a flat tire mode of the characteristic function. State tire pressure p_reThe characteristic function is referred to as the state tire pressure for short. State tire pressure p _reBy the characteristic tyre pressure x_b、x_c、x_dCommon determination of characteristic functions, state tire pressure p_reIs p_re(x_b、x_c、x_d) State tire pressure p_reCharacteristic tire pressure x in model_b、x_c、x_dHave the same or different weights. When the tire burst state process or/and the non-driving and non-braking, driving and braking control states and types of the vehicle are carried out_b、x_c、x_dWhen the weight is assigned, x_b、x_c、x_dThe relevant parameters are assigned to the corresponding weighting factors. Its second and third state tire pressure p_reWith the relevant parameters e (omega) in the wheel motion state, steering mechanics state and vehicle state_e) And e (ω)_k)，e(S_e) And e (S)_k)，

And e_β(t)，a_y，

e(Q_e) And e (Q)_k)，μ_i，N_ziAnd delta is a tire burst mode identification parameter, a tire burst identification model of the parameter is established, and the tire burst mode identification is realized according to the tire burst state process of the vehicle or/and the conditions and the characteristics of the control states and types of non-driving, non-braking, driving and braking of the vehicle. The above parameters are respectively as follows according to sequence: equivalent and nonequivalent relative angular velocities of the two wheels of the wheel set, equivalent and nonequivalent relative slip rates, yaw velocity and centroid slip angle deviation of the vehicle, lateral acceleration of the vehicle, equivalent and nonequivalent relative braking forces of the two wheels of the wheel set, ground friction coefficient, wheel load, steering wheel angle.

② determination of tire burst in the stage of tire burst state

i. And judging the tire burst of the wheel state. The tire burst is judged as a characteristic tire pressure x_bThe tire burst judgment of (1). Based on the motion state parameters of the wheels, adopting the equivalent relative parameter deviation e (D) of the left wheel and the right wheel of the front axle and the rear axle or the diagonal line arranged wheel pair_e) Including the equivalent relative angular velocity deviation e (ω)_e) Or equivalent relative slip ratio deviation e (S)_e) According to the control states and types of non-driving, non-braking, driving, braking and straight going of the vehicle, the characteristic tire pressure x is carried out_bAnd (4) recognizing a flat tire pattern. With e (omega)_e) Or e (S)_e) For modeling parameters, x is established_bThe flat tire determination model of (1). The decision model comprises a logic threshold model, wherein a threshold value is set when x is_bAnd when the determined value reaches a threshold value, determining that the tire burst is established, and determining a tire burst, a tire burst wheel and a tire burst wheel pair.

ii. Tire burst determination of vehicle steering mechanics state

The tire burst is judged as a characteristic tire pressure x_cThe tire burst judgment of (1). Based on the vehicle steering mechanical state parameters, adopting the tire burst mode identification logic of the steering system steering mechanical state to determine the characteristic tire pressure x according to the logic_cAnd realizing the identification of the tire burst mode. x is the number of_cPattern recognition or by using a flat tire turning moment M_b' is determined for parametric flat tire model identification. The model and the function model comprise:

x_c(M_b′)、x_c＝f(M_b′)

Based on delta and M in each state of straight running or steering of the vehicle_c、Δδ、ΔM_cDetermining the tire burst turning moment M_bThe direction of' according to delta, M_c、Δδ、ΔM_cAnd establishing logic for determining a flat tire determination in a front and rear axle or diagonally disposed wheel set. According to the judgment logic, the tyre burst judgment is established, and tyre burst wheels, tyre burst wheel pairs or tyre burst balance wheel pairs are determined.

iii, tyre burst judgment of the whole vehicle motion state

The tire burst is judged as a characteristic tire pressure x_dThe tire burst judgment of (1). Based on whole vehicle motion state mode is knownRespectively, establishing a characteristic tire pressure x_dAnd determining a flat tire judgment model. The decision model comprises a logic threshold model, a set threshold value, x_dIf the value of (2) reaches the threshold value, judging that the tyre is burst, otherwise, judging that the tyre burst is not established. According to x_dPositive or negative, determines oversteer or understeer of the vehicle, and determines the tire burst wheel in the front and rear axles or diagonally disposed wheel set by the direction of the steering wheel angle δ and the judgment logic of the oversteer or the understeer of the vehicle.

iv, wheel motion state and whole vehicle state combined tire burst judgment

The tire burst judgment is used for forming combined mode identification by the motion state of wheels and the state of the whole vehicle. The tire burst judgment state tire pressure p_reP of (a)_re[x_b，x_d]Determination of flat tire of p _reIs x_b，x_dThe functional model of (2). Setting p_reLogical threshold model and threshold value, p_reIf the value of (2) reaches the threshold value, the tire burst judgment is established, otherwise, the tire burst judgment is not established. And determining a tire burst wheel, a tire burst wheel pair or a tire burst balance wheel pair based on the control states and types of non-driving and non-braking of the vehicle, driving, braking, turning and straight driving and over-or under-steering of the vehicle.

v, assigning a logic value to the tire burst judgment, wherein the positive and negative '+' and '-' of a mathematical symbol are used for indicating whether the tire burst is generated, and the logic symbol (+, -) in the electric control process is indicated by high and low levels or specific logic symbol codes (including numbers and numbers); the controller or the central main control computer sends out a tire burst signal I when the tire burst is judged to be established;

and thirdly, identifying a tire burst mode in a tire burst control stage. The pattern recognition is based on a flat tire control state, and adopts wheel, steering and vehicle control parameters in flat tire control.

i. And identifying a tire burst control mode of the wheel. With wheel differential braking force Q in burst control_iAngular acceleration and deceleration

Slip ratio S_iOne is a modeling parameter, and adopts the relative brake force deviation e of the differential braking of the two wheels of the wheel pair_q(t) deviation of angular acceleration and deceleration e_ω(t) or slip ratio deviation e _s(t), establishing e_q(t)、e_ω(t)、e_s(t) one of the tire burst control characteristic tire pressures x_bPattern recognition and modeling, according to which a characteristic tire pressure x is determined_bThe value of pattern recognition.

ii. And identifying a flat tire steering control mode. Tire burst rotary moment M 'steered by vehicle tire burst control'_bOr the ground rotary moment M borne by the steering wheel under the normal and tire burst working conditions_k1、M_k2Deviation between

For modeling parameters, establishing wheel steering flat tire control characteristic tire pressure x of the parameters_cPattern recognition and modeling, according to which a characteristic tire pressure x is determined_cThe value of one of the pattern recognitions.

And iii, recognizing the control mode of the flat tire vehicle. Yaw rate deviation controlled by vehicle burst

Deviation of centroid slip angle e_β(t) or establishing the characteristic tire pressure x of the whole vehicle tire burst control by taking the lateral acceleration deviation of the vehicle under the states of certain vehicle speed and steering angle between the normal vehicle and the tire burst working condition as a modeling parameter_dPattern recognition and modeling, according to which a characteristic tire pressure x is determined_dThe value of pattern recognition.

And iv, recognizing a tire burst combined mode of the control parameters of the wheels, the steering and the whole vehicle. The pattern is identified as a characteristic tire pressure x_b、x_c、x_dOr x_bAnd x_dBy joint pattern recognition, i.e. state tyre pressure p_re[x_b，x_c，x_d]、p_re[x_b，x_d]Pattern recognition of (2). Establishing a parameter x_b，x_dOr and x_cState tire pressure p _reModel according to which p is determined_reThe value of pattern recognition.

And fourthly, judging the tire burst in the tire burst control stage. In the process of controlling tire burst, the shape of tire burstState characteristics and its characteristic function x_b、x_c、x_dAt each characteristic function x_b、x_c、x_dAre transferred to each other. Considering the characteristics and the transfer of the characteristic values of the flat tire, the flat tire judgment adopts x_b、x_c、x_dThe tire burst judgment model is established according to the relevant parameters, and tire burst judgment is carried out based on the control states and types of non-driving, non-braking, driving, braking, straight going and turning of the vehicle. Tire burst judgment in tire burst control stage by adopting state tire pressure p_re[x_b，x_c，x_d]Or p_re[x_b，x_d]And (5) judging the model. The judgment model adopts a logic threshold model, sets a threshold value, and when the tire pressure p is in a state_reAnd when the determined value reaches the set threshold value, maintaining the tire burst judgment in the tire burst control, and continuously carrying out the tire burst control on the vehicle. When p is_reIf the value of (2) does not reach the threshold value, the vehicle exits the tire burst control. The tire burst determination determined by the method constitutes the basis of the tire burst safety control.

3) Tire burst pattern recognition and tire burst determination for detecting tire pressure

Firstly, sensing and detecting the tire pressure of the wheel; the measurement is performed using an active, non-contact tire pressure sensor (TPMS) provided at the wheel. The TPMS is mainly constituted by a transmitter provided to a wheel and a receiver provided to a vehicle body. And radio frequency unidirectional or radio frequency low-frequency bidirectional communication is adopted between the transmitter and the receiver. The tire pressure sensor (TPMS) is of a battery-driven type. The emitter (30) adopts a high-integration chip, and integrates a sensing module, a wake-up chip, a Microcontroller (MCU), a radio frequency emission chip and a circuit, wherein the sensing module comprises pressure, temperature, acceleration and voltage sensors. The device adopts a sleep operation mode II, and the emitter adopts the technologies of setting sleep and awakening, adjusting the signal detection period, limiting the signal emission times, automatically adjusting the signal emission period and the like, so that the requirement of a tire burst control system on the tire pressure detection performance in the process of a tire burst state is met to the maximum extent, and the energy supply and the service life of a battery are prolonged; high energy batteries include lithium batteries, graphene batteries, and combinations thereof.

Secondly, identifying a tire burst mode and judging the tire burst; tyre burstThe pattern recognition is based on detecting tire pressure; a threshold model is adopted for tyre burst judgment; setting a series of decreasing logic threshold values a_piFrom a_pn……a_p2、a_p1，a_pnIs a threshold value of a standard tire pressure value, a_p2To determine a threshold for a flat tire, a_p1Is 0 tire pressure; detecting a tire pressure greater than a_pnWhen the tire is over-pressure, alarming; detecting that tire pressure reaches threshold a_p2When the tire is burst, the tire burst judgment is established; by a_pn……a_p2The threshold of the signal transmission cycle is determined by a mathematical model taking the detected tire pressure and the change rate of the tire pressure as parameters, and the time interval of the signal transmission is reduced along with the reduction of the detected tire pressure value and is reduced along with the increase of the change rate of the detected tire pressure value; the tire pressure sensor TPMS, tire burst mode identification and tire burst adopted by the system can meet the requirement of tire burst control to the maximum extent.

4) Entering and exiting of the flat tire control and conversion of the control and control modes.

Firstly, entering and exiting of tire burst control.

i. First, under the condition that the tire burst judgment is established, the entry and exit of the tire burst control are carried out. The entry of the tire burst control adopts a qualitative condition, a quantitative determination mode and a model, the qualitative condition, the quantitative determination mode and the model are achieved to determine the entry condition, and the determination of the control entry is realized. The quantitative decision model includes a logical threshold model. The logical threshold model employs a single-parameter or multi-parameter threshold model. Determining a threshold value for controlling the entering of the flat tire, entering the flat tire control when the value determined by the threshold model reaches the threshold value, and sending a flat tire control entering signal i by a flat tire main controller or a main control computer _a. The single parameter threshold model includes the speed u_xFor the threshold model of the parameter, the threshold value is u_xSet value a of_uaThreshold or by steering wheel angle delta or coefficient of friction mu_iAs a function model a of the parameters_ubDetermination of a_ubAs a function of the steering wheel angle delta, a_ubOr the steering wheel angle delta and the friction coefficient mu of each wheel_iAs a function of (c). a is_ubFor decreasing steering wheel angle deltaFunction, a_ubCoefficient of friction mu_iAn increasing function of the increment. And secondly, under the condition that the tire burst judgment is established, the tire burst control is quitted. And setting a quantitative determination mode and a model for quitting the tire burst control, achieving quit conditions determined by the quantitative determination mode and the model, and realizing the determination of the control quit. The quantitative decision model includes a logical threshold model. The logical threshold model employs a single-parameter or multi-parameter threshold model. Determining a threshold value for quitting the tire burst control, quitting the tire burst control when the value determined by the threshold model reaches the threshold value, and sending out a tire burst control quit signal i by a tire burst main controller or a main control computer_b。

ii. And exiting the flat tire control in the flat tire control stage. Firstly, under the condition that the tire burst judgment is established, detecting one of the tire pressure, the characteristic tire burst and the state tire pressure by the sensor, determining that the tire burst judgment is not established, or changing from the establishment of the judgment to the failure, and exiting the tire burst control. Setting a threshold value or a threshold value according to the entry condition of the tire burst control, if the condition is not met or the value determined by the quantitative judgment model is not met, and exiting the tire burst control. And secondly, the flat tire control in the flat tire judging stage of the flat tire control is quitted. In the tire burst control, the tire burst mode recognition in the tire burst control stage is determined according to the tire burst control state and the parameters thereof, the tire burst determination is established based on the mode recognition, the tire burst determination is maintained, and the tire burst control is continuously performed. And (4) identifying based on a mode of the tire burst control, wherein the tire burst judgment is not established, and the tire burst control in the stage exits.

And iii, the control of the tire burst determined by the manual operation interface is quitted. And when the tire burst control exit signal determined by the manual operation controller (RCC) arrives, the tire burst control exits.

iv, when the tire burst control enters or exits, a tire burst main controller or a main control computer sends out signals to send out tire burst control entering or exiting signals, wherein the signals comprise i_a、i_b. The quitting of the tire burst control has specific value, action and significance for the vehicle tire burst control based on the state tire pressure determined by the method, and the quitting combines the abnormal state control of the vehicle under the normal and tire burst working conditions into a whole, so that the tire burst control does not depend on the constraint of a tire pressure sensor and tire pressure sensing。

And secondly, vehicle tire burst control and control mode conversion. The method provides a wider operating environment and realized time and space for the division of normal tire pressure, low tire pressure and tire burst intervals of the vehicle and the identification of the tire burst mode, the control of normal and tire burst working conditions and the conversion of the control mode based on the definition of tire burst and tire burst judgment. Under the conversion of various tire burst control and control modes, a necessary and valuable control overlap appears between the normal tire burst control and the tire burst control under the tire burst working condition. The conversion of various tire burst control and control modes provides a practical implementation method with operability for controlling the vehicle tire burst and the vehicle double instability caused by normal control in the tire burst state.

i. The method is based on the tire burst state process, adopts a tire burst control mode and a model which are adaptive to the state process, so that the vehicle tire burst obtains actual control with definite significance, and the conversion of the tire burst control mode is an essential important link for the control. The transitions between the various control and control modes of the vehicle include the following four levels or stages. One, vehicle layer. And the control mode of the normal working condition and the tire burst working condition of the vehicle is converted into the control mode of entering and exiting the tire burst of the vehicle. Control of entry or exit signals i by a vehicle controller with or without a person in the vehicle by a burst of tires_a、i_bIn order to switch signals, the normal and flat working condition control and control mode switching of the vehicle is carried out according to a certain switching mode. The control mode conversion covers the control and control mode conversion determined by various tire burst control modes of braking, steering and driving of the next layer or the next level of the vehicle under normal and tire burst working conditions. Secondly, the local layer of the vehicle: including vehicle braking and steering, or tire burst control independently of the suspension. In the state process of the tire burst control, the tire burst control adopts the tire burst control and the conversion of the control mode which are adaptive to the braking and steering characteristics according to the change of the state process. Thirdly, controlling the vehicle braking, steering or tire burst coordination of the suspension: and (3) switching between flat tire braking, steering or suspension coordinated control and control modes is adopted. Fourthly, other control classes related to vehicle braking and steering tyre burst control Control of type and switching of control mode: the method comprises vehicle braking and engine throttle valve or fuel injection coordinated control, braking and fuel power driving or electric driving coordinated control, steering tire burst turning force and steering wheel turning angle coordinated control, and the control and control mode conversion is carried out according to the regulation and program of the coordinated control. And fifthly, dividing the flat tire state and the control process into a plurality of state control periods or stages according to the starting point, the transition point and the critical point of the flat tire state, and setting the control period and the logic cycle of the period according to the flat tire control parameters and types. The tire burst control sets an upper and a lower two-stage control period. The upper control period comprises the control periods before tire burst, real tire burst, tire burst inflection point and knocking off, and the control period is converted by a conversion signal i_a、i_b、i_c、i_dAnd realizing the conversion of the parameter control mode. The next stage of control period is a control period of the parameters and types of the control of the flat tire, and the signal i is converted_a(i_a1、i_a2、i_a3......)、i_b(i_b1、i_b2、i_b3......)、i_c(i_c1、i_c2、i_c3......)、i_d(i_d1、i_d2、i_d3...) to implement the conversion of each control period and the logic cycle of the period of the next stage of the control mode. The flat tire control and control mode conversion signal is commonly called a flat tire signal I. Based on different periods or periods of tire burst and tire burst control, the controller adopts a tire burst control mode, a model and an algorithm which are adaptive to the tire burst state, and makes the tire burst control more accurate through the conversion of the control mode and the model in each control period of the next level, thereby meeting the requirement of severe change of the tire burst state.

ii. Vehicle flat tire control and the manner or type of mode switching.

Three different control conversion modes and structures of a program, a protocol and an external converter are adopted. Firstly, program conversion: the electric control unit arranged in the tire burst controller and the corresponding vehicle-mounted system adopt the same electric control unit, the electric control unit takes the tire burst signal I as a switching signal and calls a control mode conversion subprogram in the electric control unit, so that the control of the entering and exiting of the tire burst control, the tire burst and the non-tire burst, the various stages of the tire burst and the various control and control mode conversion in various control periods are automatically realized. Secondly, protocol conversion: the electric control unit of the tire burst controller and each electric control unit of the vehicle-mounted system are mutually independent, are mutually provided with communication interfaces and establish a communication protocol, and the electric control unit takes a tire burst signal I, control related signals of each subsystem and conversion signals of control types in each control period as switching signals according to the communication protocol to realize the entering and exiting of the tire burst control and the conversion of the control modes. And thirdly, converting by an external converter. The electronic control unit of the tire burst controller and the electronic control unit arranged in the vehicle-mounted system are independently arranged, a communication protocol is not established between the two electronic control units, and the two electronic control units realize the entering and exiting of the tire burst control and the conversion of the control modes through an external converter comprising a front converter or a rear converter. The front converter is arranged in front of the two electric control units, signals detected by each sensor are input into the electric control units and the vehicle-mounted system electric control unit through the front converter, a communication interface and a circuit of a tire burst signal I are arranged between the front converter and the system electric control unit, when the tire burst signal I arrives, the front converter takes the tire burst signal I as a switching signal, and the signal output state of each electric control unit is changed through controlling the signal input state of a vehicle-mounted control system power supply or each electric control unit, so that the entering and exiting of the tire burst control and the conversion of each control and control mode are realized. The rear converter is arranged behind the two electric control units of the tire burst controller and the vehicle-mounted system, output signals of the tire burst controller and the vehicle-mounted system electric control unit pass through the rear converter and then enter the corresponding vehicle-mounted control system execution device, and when a tire burst signal I arrives, the entering and exiting of the tire burst control and the conversion of the control modes are realized through the control of the output states of the two electric control units. Wherein the signal input state of the electric control unit is as follows: the electronic control unit is in a state of signal input or no signal input, and the change of the input state of the signal is to convert the signal input into the state of no signal input or convert the no signal input into the state of signal input. Similarly, the signal output state of the electronic control unit refers to a state that the electronic control unit has or does not have a signal output, and the changing the signal output state refers to a state that the signal output is converted into a no-signal output state or a state that the no-signal output is converted into the signal output state.

And iii, converting and converting the unmanned vehicle tire burst control mode. The central main controller of the unmanned vehicle judges whether a tire burst is established, and based on the control programs of vehicle artificial intelligent tire burst and non-tire burst working conditions active driving, steering, braking, lane keeping, path tracking, collision prevention, path selection and parking, the main control computer calls a control mode conversion subprogram to automatically realize the control and control mode conversion of the tire burst control entering and exiting, the tire burst and non-tire burst control mode, each stage of the tire burst and each control period.

Thirdly, division of the tire burst state and the tire burst control period (stage)

The division is based on a specific point position of a flat tire, a flat tire characteristic parameter and a combined control period (stage) dividing mode are adopted, and a main controller outputs corresponding control signals of each stage after each control period (stage) is divided; and in each control period of the tire burst, the same or different tire burst control modes and models are adopted for the tire burst control.

i. Defining a control period of a specific point position of a burst tyre; firstly, determining a starting point of tire burst and tire burst control, a wheel state and a sudden change point of state parameters, wherein the determination mainly comprises a transition point of zero tire pressure, a rim separation point, a wheel speed and a wheel angle acceleration and deceleration; secondly, the tire burst control and the inflection point of the control parameter mainly comprise the transition point and the singular point of the acceleration and deceleration of the wheel angle, and the transition point is expressed as the braking force in the braking; determining a control period (stage) of the flat tire and the flat tire based on the flat tire state and the specific time and state point of the flat tire control, wherein the control period mainly comprises: states and control periods such as a tire burst early stage, a real tire burst period, a tire burst inflection point, a knocking over and the like; in the early stage of tire burst: the period from the starting point of the tire burst control to the starting point of the real tire burst; and (3) a real tire burst period: the real tire burst starting point is determined by a mathematical model of the detected tire pressure and the change rate thereof, the state tire pressure and the change rate thereof and the steering mechanics state characteristic parameters in the period from the real tire burst starting point to the tire burst inflection point; and (3) a tire burst inflection point period: in the period from the tire burst inflection point to the tire rim separation point, the tire burst inflection point is determined by the tire pressure or the tire pressure in a state and the change rate thereof, the vehicle parameters of the wheel and a mathematical model thereof; the tire pressure and the change rate thereof are 0 in the tire burst inflection point period, and the change of the state parameters of the wheels and the vehicles approaches a critical point; a knocking-over control period: the state and the control period after the separation of the wheel tire rim, the tire pressure and the change rate are detected to be 0 in the control period, the wheel adhesion coefficient is changed rapidly, and the control period can be determined by parameters such as the lateral acceleration of the vehicle, the lateral deflection angle of the wheel and the like and mathematical models thereof.

ii. Defining a control period of the tire burst characteristic parameters; selecting corresponding parameters in a flat tire characteristic parameter set X based on a flat tire state, a flat tire control structure and a flat tire control type, setting numerical point positions of a plurality of levels of the parameters, setting each point position as a division point of the flat tire state and a flat tire control period (stage), forming each flat tire state period and the flat tire control period (stage) among the point positions, wherein the flat tire state in each flat tire period is basically consistent with or equivalent to the real flat tire state process in the period;

iii, a control period planning mode combining the specific point position of the tire burst and the characteristic parameters of the tire burst

An upper and lower two-stage grading system dividing mode is adopted; an upper control period: determining each control period (stage) before tire burst, real tire burst, tire burst inflection point and knocking off according to the specific point of the tire burst; a lower control period: before the tire burst, in the control periods of real tire burst, tire burst inflection point and knocking off determined by the upper level, a plurality of levels of numerical value points are set according to the control period of the tire burst control parameter or the tire burst characteristic parameter value, and each control period (stage) of the next level is arranged between the numerical value points.

iv, a flat tire and flat tire control period; firstly, in the early stage of tire burst: signal for tire burst entry i_aWhen the vehicle comes, the system enters a tire burst control early stage, the control period usually occurs in a low-medium speed decompression state of the tire pressure of the wheel, and according to the actual process, the vehicle either enters a real tire burst period or exits from the tire burst control; secondly, the real tire burst period: by tyre pressure p _r(including p)_ra、p_re) And rate of tire decompression

As a parameter, the tire pressure variation value delta p is determined through a function model and a PID algorithm of the parameter in a sampling period of tire pressure detection_r：

In the formula p_r0Is a standard tire pressure t₁To t₂Time of a sampling period for tire pressure detection; according to a threshold model, the tyre pressure variation value delta p_rUp to a set threshold value a_P1The time is determined as the real tire burst period, and the electric control unit outputs a real tire burst control signal i_bThe flat tire controller enters a control stage of a real flat tire period; thirdly, a tire burst inflection point period: adopting a plurality of judging modes; judging mode one, for the system provided with the tire pressure sensor, detecting the tire pressure value p_raIs 0, and the relative angular velocity e (omega) of the two wheels of the flat tire balance wheel set is equivalent (or nonequivalent)_e) Angular acceleration and deceleration

Slip ratio e(s)_e) The function value of one or more parameters of the deviation reaches a set threshold value a_P2Judging the tire burst inflection point; judging mode two, in the sampling period of tire pressure detection, based on the state tire pressure p_reAnd rate of change thereof

Is determined by a functional model of_re：

According to a threshold model, when Δ p_reReaches a set threshold value a_P3Or the state parameters of the vehicle wheel and the vehicle wheel comprise equivalent nonequivalent relative angular velocity, angular acceleration and deceleration and positive and negative sign changes of the slip rate, and the vehicle wheel are judged as the tire burst inflection point; the electric control unit outputs a control signal i of the tire burst inflection point _cControlling the tire burst to enter an inflection point control stage; fourthly, a knocking-over period of the flat tire wheel: when the steering angle of the wheel reaches a set threshold value or the tire is flatEquivalent relative slip angle alpha of two wheels of balance wheel pair_iVehicle lateral acceleration a_yRespectively reaching a set threshold value, or when the mathematical model value of the parameter reaches the set threshold value, judging that the tire and the rim are separated and separated, and the electronic control unit outputs a knocking-over signal i_dAnd the flat tire control system enters a knocking-over control stage.

5) Tire burst direction determination and determination device

The method is based on the judgment of the tire burst direction, adopts the tire burst steering control with independent control characteristics, and covers chemical energy driving and electric driving vehicles, manned and unmanned vehicles. The determination of the tire burst direction in the tire burst process is one of the basic conditions for realizing the tire burst steering control. The tire burst direction determination includes. Firstly, judging the direction of the ground rotation moment borne by the steering wheel: the method relates to determination of the direction of tire burst turning moment, the turning angles and the torque directions of a steering wheel and the direction of tire burst steering assisting moment. And secondly, judging the active steering control range, the steering angle direction of the tire burst wheel, the tire burst turning torque direction, the steering auxiliary torque or the steering driving torque direction. And thirdly, judging the steering driving torque direction within the drive-by-wire active steering or power-assisted steering range. The above various direction determinations are referred to as turning angle and torque direction determinations in a unified manner. The rotating moment control of tire burst of the steering wheel and the steering wheel is called rotating force control for short. The turning force control includes: and controlling the turning force of the steering wheel or the steering wheel under the conditions of tire burst direction judgment and tire burst direction determination. The tire burst direction determination is essentially a determination that the direction of the ground turning moment applied to the steering wheel changes due to the structural damage of the wheel during the running process of the vehicle. Tire burst control entry signal i _aWhen the tire burst rotary moment arrives, the steering wheel or the steering wheel and the tire burst rotary moment are controlled to start. The tire burst direction judgment relates to the setting of a specific coordinate system of two types of vectors of a corner and a torque, the calibration of the direction of the corner and the torque, the establishment of direction judgment mathematical logic and the configuration of logic combination. The present direction determination adopts two modes of the steering angle or the steering angle torque. Judging the tire burst direction by adopting the corner torque or the corner according to different settings of the corner or the torque parameter or different settings of the parameter detection sensorThe mode is determined. And the parameters of various turning angles and torque of the tire burst steering control are vectors. The coordinate system defined by the method provides a technical platform for processing relevant parameter data for controlling power-assisted steering, active steering and steer-by-wire of manned and unmanned vehicles. The steering wheel torque is the ground rotation torque borne by the steering wheel, and the steering assisting torque is the steering assisting power or resisting torque input by a steering system.

The steering angle torque mode. A coordinate system of two vectors of a corner and a torque is established in a steering system, wherein the coordinate system arranged on a vehicle is an absolute coordinate system, and the coordinate system arranged on a rotating shaft of the steering system is a relative coordinate system. The origin of coordinates, the rotation angle, and the direction or the direction of rotation of the torque are set. The turning direction is as follows: and determining the left-handed and right-handed directions, the forward and backward directions and the direction of increment or decrement of the rotation angle by taking the origin as a 0 point. The torque direction: the origin is set as 0 point, and the direction of the torque forward stroke and the direction of the torque return stroke, and the direction of the torque increment or decrement are determined. Establishing and calibrating a coordinate system: firstly, a torque corner, torque magnitude and direction relative coordinate system specified by a torque coordinate system and a corner coordinate system is established in any corner and direction range of a corner absolute coordinate system, and a direction calibration mode of turning direction, forward stroke, return stroke and increment or decrement can be adopted in each coordinate system of the corner and the torque. And secondly, the rotation angle relative coordinate system comprises a coordinate system of the rotation angle of the steering wheel or the steering wheel, and the torque coordinate system comprises a coordinate system of the torque of the steering wheel or the steering wheel. And (3) judging the steering wheel angle: the steering wheel angle adopts two modes of left and right rotation direction and forward stroke and backward stroke relative to the original point. Similarly, the steering wheel torque adopts a left-hand rotation direction, a right-hand rotation direction, a forward stroke and a backward stroke relative to the origin. Similarly, the steering wheel angle or torque determination is the same as that described above. The steering wheel or steered wheel angle and the direction of the torque are both represented by positive (+), negative (-) of mathematical signs, thereby establishing a decision logic of a mathematical logical combination and a combination thereof for making a decision of the direction thereof. The mathematical logic combination comprises: the judgment of various turning angles and torque directions under normal working conditions is represented by the combination of positive (+), negative (-) of mathematical signs and the change of the combination, and the judgment of various turning angles, torque directions and the change of the combination under the tire burst working conditions is represented by the combination of positive (+), negative (-) of mathematical signs and the change of the combination.

And ② a corner mode. Two types of corner coordinate systems are arranged, including an absolute coordinate system arranged on a vehicle and a relative coordinate system arranged on a rotating shaft of a steering system. Establishing and calibrating a coordinate system: two or more relative coordinate systems for calibrating the size and the direction of the rotation angle are established in an absolute rotation angle coordinate system, and a rotation direction or a steering direction, a forward stroke or a return stroke, and an increment or decrement direction calibration mode can be adopted in each coordinate system of the rotation angle. The angular coordinate system comprises the coordinate system of the steering wheel or/and the steering wheel. The method is established in an absolute relative angular coordinate system of the vehicle and comprises two relative angular coordinate systems which respectively calibrate the steering wheel or/and the steering wheel. During the vehicle tire burst process, according to the combination of the specially defined coordinate system and the calibration parameter direction, the judgment of the directions of the steering wheel, the steering wheel torque and the steering angle, the direction of the tire burst turning force and the direction of the steering auxiliary moment is established, and the judgment is formed as the basis of the measurement of the output moment of the active steering driving device and the judgment of the direction. Steering wheel angle determination: the method comprises the steps of establishing a corner absolute coordinate system arranged on a vehicle and a plurality of opposite corner coordinate systems arranged on a rotating shaft in a steering system by adopting a corner mode, and representing corners and changes thereof by using left and right turning directions of a steering wheel corner and positive and negative increment of the corner relative to an original point. The direction of the rotation angle and the increase and decrease thereof are represented by positive (+), negative (-) of the mathematical sign, thereby establishing a decision logic of a mathematical logical combination and a combination thereof for making a decision of the direction thereof. The mathematical logic combination comprises: the judgment of various turning angles and torque directions under normal working conditions is represented by the combination of positive (+), negative (-) of mathematical signs and the change of the combination, and the judgment of various turning angles, torque directions and the change of the combination under the tire burst working conditions is represented by the combination of positive (+), negative (-) of mathematical signs and the change of the combination. The tire burst direction judgment provides accurate direction judgment for various steering angles and torque parameters of the tire burst steering control. The direction determination can also be applied to the determination of the turning moment direction of the steering wheel and the steering system caused by the damage of the vehicle running structure and the serious deformation of the ground form.

6) Information communication and data transmission

Information communication and data transmission, namely, a data transmission mode of direct physical wiring in a vehicle or a vehicle-mounted data network bus in normal and tire burst environments is adopted to cover chemical energy driving and electric driving vehicles and manned and unmanned vehicles; the vehicle-mounted data network bus is a local area network, wherein the topological structure of the CAN is in a bus type. Setting data, address and control buses, and CPU, local area, system, communication buses. When a tire burst control system and a subsystem of a vehicle are designed in a non-integrated mode, a vehicle local Area network bus (including a CAN (controller Area network) bus) is adopted. For digital communication systems such as in-vehicle distributed electric control systems, tire burst controllers, intelligent sensors, actuators and the like, an LIN (local Interconnect network) bus is adopted. According to the structure and the type of a tire burst control system, a vehicle network bus of the method adopts a fault interruption, safety and novel X-by-wire special bus, and comprises a Brake-by-wire power-assisted steering (STEER-by-wire), an electric control hydraulic or electric control mechanical Brake-by-wire (Brake-by-wire), an engine Throttle valve and a fuel injection (Throttle-by-wire) bus, wherein the Brake-by-wire, the engine Throttle valve and the fuel injection (Throttle-by-wire) bus are used under normal, tire burst working conditions and environmental conditions, and a traditional mechanical system is changed into an electric control system under the management of a high-performance CPU (central processing unit) connected through a high-speed fault; particularly, for high-frequency control of tire burst braking and steering, high-dynamic control mode conversion and high-dynamic response characteristics, the control system is suitable for and meets special environments and conditions of tire burst and is formed by tire burst steering-by-wire, tire burst electric control or brake-by-wire and tire burst throttle electric transmission control. The tire burst non-tire burst information unit, the tire burst master controller, the controller and the execution unit are used for transmitting data, control and tire burst control signals through a vehicle-mounted network bus, a vehicle-mounted network and physical wiring of system integrated design.

7) Vehicle distance detection and environment recognition

The vehicle environment recognition comprises vehicle distance detection of a tire burst vehicle and peripheral vehicles and unmanned vehicle environment recognition; the vehicle with the burst tire realizes the effective control of the motion state, the path tracking and the anti-collision of the vehicle in the effective and limited burst tire control running distance and the anti-collision space range of the vehicle through the vehicle distance detection or the recognition of the burst tire environment; the vehicle with the flat tire informs surrounding vehicles of avoiding the vehicle with the flat tire under possible road environment conditions through vehicle running control by the vehicle under the possible road environment conditions through acousto-optic flat tire warning or vehicle networking, mobile communication and traffic information communication exchange, and reserves a larger flat tire control running distance and an effective anti-collision space for the vehicle with the flat tire.

Firstly, the vehicle distance detection is used for the manned or unmanned vehicle, and one of the following detection modes or the combination mode thereof is adopted

i. Electromagnetic wave radar, laser radar and ultrasonic vehicle distance detection; the detection mode is as follows: based on the emission, reflection and state characteristics of physical waves, a mathematical model is established, and the front-rear vehicle distance L is determined_tiRelative vehicle speed u_cAnd crashworthy time zone t_ai(ii) a Parameter L_ti、u_c、t_aiAs basic parameters for braking and driving anti-collision control of a tire burst vehicle; type one, radar vehicle distance monitoring; the electromagnetic wave radar adopts a wave beam comprising millimeters, transmits through an antenna, and receives a reflected echo by the antenna; the echo received by the antenna is input and processed by the receiving module, and the distance L between the front and the rear vehicles is determined according to the beat and frequency difference signals and the vehicle speed signal of the vehicle after frequency mixing and amplification processing _tiAnd relative vehicle speed u_cAnd calculating the anti-collision time zone t_ai，t_aiFrom L_tiAnd u_cDetermining the ratio of the two components; b. detecting the ultrasonic vehicle distance; the detection device adopts an ultrasonic ranging and front and rear vehicle self-adaptive tire burst coordination control mode: setting the detection distance of an ultrasonic ranging sensor, wherein the braking distance and the relative speed of the vehicle and the rear vehicle are not limited beyond the detection distance, and controlling the distance between the front vehicle and the rear vehicle by the tire burst vehicle according to a pre-aiming model and a distance control model of a driver of the rear vehicle; when a rear vehicle enters an ultrasonic vehicle distance monitoring distance range, the ultrasonic vehicle distance monitor of the tire burst vehicle enters an effective working state, determines a beam pointing angle, adopts the combination of a plurality of ultrasonic sensors and specific ultrasonic triggering, acquires a ranging signal according to a receiving program, and determines the front and rear vehicle distances L through the data processing of detection signals of the sensors_tAnd relative vehicle speed u_cCalculating the dangerous time zone t_aiPress t_aiAnd performing front and rear vehicle anti-collision coordination control.

ii. Monitoring the machine vision vehicle distance; the method adopts the common or infrared machine vision vehicle distance monitoring, and comprises a monocular (or multi-ocular) vision, a color image and a stereo vision detection mode; establishing a shooting and ranging mode, a model and an algorithm for simulating human eyes, processing a digital image of OpenCV (open visual constant velocity) based on gray scale of a color image, image binarization, edge detection, image smoothing, morphological operation and region growth, and performing distance measurement by using a computer visual ranging model and visual ranging calibrated by a camera (OpenCV) by adopting a shadow characteristic and vehicle detection method (Adoboost); the characteristic signals are quickly extracted by utilizing the shot images, visual information processing is completed by adopting a certain algorithm, the distance from a camera photosensitive element of the vehicle to front and rear vehicles is determined in real time, and the distance is determined according to the vehicle speed, the acceleration and deceleration and the relative distance L of the vehicle _tDetermining the relative vehicle speed u_c。

iii, vehicle information interactive traffic monitoring (VICW); the monitoring method (VICS) realizes the sending and receiving of data through a wireless radio frequency transceiving module, and acquires geodetic longitude and latitude coordinates according to multi-mode compatible positioning; adopting Radio Frequency Identification (RFID) technology, positioning by a GPS, obtaining the distance from a satellite to a vehicle receiving device, forming an equation by applying a distance formula in a three-dimensional coordinate through more than 3 satellite signals, and solving the X, Y, Z three-dimensional coordinate of the position of the vehicle; the latitude and longitude information is subjected to format definition, the latitude and longitude of the vehicle are measured through a distance measurement model, and the latitude and longitude position information of the vehicle calibrated by geodetic coordinates is obtained; through the space coupling, inductance or electromagnetic coupling and signal reflection transmission characteristics of the RFID radio frequency signals, the identified object is actively identified, various information such as the accurate position of the vehicle is sent to surrounding vehicles, the position positioning and the change state information of the surrounding vehicles are received, and the mutual communication between the vehicles is realized; the data processing module of the monitoring system (VICS) acquires the intercommunication information of the surrounding vehicles based on the VICS, dynamically processes the real-time longitude and latitude position data of the vehicle and the surrounding vehicles by adopting a corresponding mode, a model and an algorithm to obtain the position information of the vehicle and the surrounding vehicles at each moment, and calculates to obtain the satellite positioning in the longitude and latitude scanning period Moving distance of the vehicle in the T, thereby obtaining the vehicle speed, the distance between the vehicle and the front and rear vehicles and the relative vehicle speed; determining the longitude and latitude variation quantity of the vehicle position in the same direction and the opposite direction based on the driving direction determination model of the vehicle and the front and the rear vehicles in the same direction and the opposite direction, judging the driving direction of the vehicle through a longitude and latitude information matrix of the vehicle at a plurality of moments, and obtaining the relative driving direction of the surrounding vehicles and the vehicle and the directions of the surrounding vehicles in the front and the rear of the vehicle; according to the longitude and latitude and the variation value of the front vehicle and the rear vehicle in the same direction, the distance L between the two vehicles is calculated according to a distance measurement and speed measurement model and an algorithm_tiAnd the same direction relative speed u_ci(ii) a The display alarm module: displaying the vehicle distance detection information in real time, realizing sound-light alarm through a buzzer and an LED, and outputting the distance L between the vehicle and the front and the rear vehicles in real time_tAnd relative vehicle speed u_cA signal; according to the threshold model, the distance L between the vehicle and the front and the rear vehicles_tiOr anticollision time zone t_aiWhen t is_aiWhen reaching the set threshold, outputting an anti-collision signal i_h，i_hThe system is divided into two paths, wherein one path enters the sound and light alarm device, and the other path is input into a vehicle data bus CAN; the controller for master control, braking and driving of tire burst obtains L from the data bus CAN_ti、u_c、t_ai、i_hAnd detecting signals in real time by using the parameters.

And secondly, identifying the environment. The environment recognition is used for unmanned vehicles, and comprises road traffic, object positioning, positioning position distribution and positioning distance recognition, wherein one or a combination of the following recognition modes is mainly set. First, radar, lidar or ultrasonic ranging. And secondly, machine vision, positioning and ranging. The common optical and infrared machines adopt visual vehicle distance monitoring and set monocular and monocular vision, color image and stereo vision detection modes. The characteristic signals are quickly extracted by using the shot images, the information processing of vision, images and videos is completed through a certain model and algorithm, the positions and the distribution of the road and traffic conditions, vehicles and obstacles are determined, and the vehicle positioning, the navigation, the target recognition and the path tracking are realized. Positioning and navigation are typically based on satellite positioning, inertial navigation, electronic map matching, real-time map construction and matching, dead reckoning, and body state perception. And thirdly, constructing a road traffic intelligent vehicle networking network by adopting the Internet, and acquiring and publishing road traffic information, surrounding environment information of running vehicles, vehicle conditions and running state information among the running vehicles through the vehicle networking network to realize communication between the vehicle and the surrounding vehicles. Based on the network information system structure, a vehicle networking controller is arranged, and networking vehicles are simultaneously provided with a networking controller. The intelligent vehicle networking network and the networked vehicles mutually transmit information and exchange data through a wireless digital transmission and data processing module arranged on the controller. The networking control comprises vehicle-mounted wireless digital transmission and data processing control, and digital receiving and transmitting, machine vision positioning and ranging, mobile communication, global satellite navigation system positioning navigation, wireless digital transmission and processing, and environment and traffic data processing submodules are arranged. Under normal, the tire burst operating mode, the networking vehicle passes through intelligent car networking, realizes that the road is around the wireless digital transmission of vehicle and information exchange. The central main control of the unmanned vehicle can determine the actual lane defining line, the lane line and the direction of the vehicle, the driving state and the path tracking condition of the vehicle, the distance between the vehicle and the obstacle, the relative speed between the vehicle and the front and rear vehicles, the structure and the driving state of the vehicle, including the speed, the tire burst state and the non-tire burst state, the tire burst control state, the path tracking and the driving attitude information in real time in the modes of geodetic coordinates, view coordinates, positioning diagrams and the like through an intelligent vehicle networking and global positioning. For a digital transmission module arranged on a networked vehicle networking controller, relevant structure data and driving state parameter data of the vehicle, including tire burst and tire burst process control state parameter data, are extracted from a main controller of a manned vehicle and a central controller of an unmanned vehicle, processed by a data processing module, and digitized information is transmitted to the data transmission module of the intelligent road traffic network through a mobile communication chip by the data transmission module. And the related data of the vehicle with the burst tire is subjected to internet of vehicles data processing and then is released to the vehicles passing through the periphery internet of vehicles on the road through the internet of vehicles data module. For networked vehicles, a digital transmission module arranged on a networked controller receives traffic information of roads through the internet of vehicles, wherein the traffic information comprises road condition information such as traffic lights and signs, position, driving state and control state information of peripheral networked vehicles, related information of vehicle tire burst and tire burst control and tire burst vehicle driving state, and variation values of related parameters and data in each detection and control period. The wireless digital transmission module arranged in the internet of vehicles controller can receive the inquiry and navigation requests of the internet of vehicles, the requests are processed by the internet of vehicles data processing module, and then the inquiry information is fed back to the internet of vehicles sending the requests. d. For networked vehicles, the data transmission module of the networked controller publishes and inquires related information of various networked vehicles passing through the periphery of the road through the wireless digital transmission module of the vehicle networking network, and realizes wireless digital transmission and information exchange among various vehicles passing through the periphery of the road, wherein the related information comprises driving environment, road traffic and vehicle driving state.

8) Manual key control tire burst control

The control key adopts a key position setting mode of multiple key positions or/and setting continuous key control times in a certain period, so as to determine the type of the manual key control key position. The control key mainly includes: knob key, press key. The control key is provided with two key positions of standby and closing. Logic state U of two key positions_g、U_fAnd assigning values, and using high and low levels or numbers as identifiers. The tyre burst central main controller or the electric control unit in the main controller recognizes the logic state and change of the two key positions via the data bus, and outputs the changed logic state signal i when the key positions of 'standby' and 'off' are changed_g、i_f. When the vehicle control system is powered on, the system tire burst controller clears 0, and the logic state U of the RCC control key position_g、U_fThe key position of the control key is determined by the standby key position or the off key position, when the key position is in the off state, the display lamp arranged on the background of the key position is turned on until the knob is manually operated or the key is pressed, so that the key position is shifted to the standby key position, and the background display lamp is turned off. During the running of the vehicle, the RCC control key is always arranged at the standby key position, the mutual transfer of the two key positions forms the mutual compatibility of the tire burst active control and the manual keying operation control of the system controller, and the control logic of the manual keying operation has priority and covers the tire burst active control logic of the system controller.

9) Tire burst control program or software

First, computer control program or software.

According to a tire burst control mode, a model and an algorithm, a control structure, a flow and functions are controlled, a programming language is adopted, a program is programmed, data is loaded, a certain algorithm is selected, program running performance analysis and testing are carried out, and a vehicle tire burst control main program and a braking, driving, steering, suspension or and path planning and path tracking subprogram are programmed. The method adopts structured programming, and constructs a program through three basic control structures of sequence, condition and circulation. The method comprises the steps of program modularization, structural programming, model planning and design, defining functions or similar functions to be integrated in a single module, and integrating the module with other modules after testing to form the whole program organization of the flat tire control. A program module: the tire burst control system comprises a tire burst control structure and functional modules, wherein the modules are embodied as functions, subprograms, processes and the like and have the characteristics of input/output, functions, internal data, program codes and the like.

And ② a tire burst master control program or software. According to a control structure and a flow of a tire burst master controller, a tire burst master control mode, a model and an algorithm, a structural program design is adopted to compile a tire burst master control program or software, and the method comprises the following steps: and setting a vehicle tire burst information acquisition and processing module, a parameter calculation module, a tire burst mode identification module, a tire burst judgment module, a tire burst control entry and exit module, a control mode conversion module, a manual operation control module or a vehicle networking control program module.

2. Flat tire brake control

1) Tire burst brake control and controller

The method adopts the flat tire brake control with the independent control characteristic, covers chemical energy drive and electric drive control vehicles and manned and unmanned vehicles, and is provided with a flat tire brake control and controller.

Firstly, controlling parameters and controlling variables of tire burst braking; under normal working conditions, the brake controller mainly provides balanced braking force for the whole vehicle, so that the braking force Q of each wheel is used_iFor controlling the variable by means of braking force Q_iControlling and adjusting the motion state of the vehicle; under the condition of tyre burst, the control characteristic of the vehicle is changed, and the vehicle is burstThe tire brake controller, based on the vehicle instability condition, in turn regulates vehicle instability via vehicle differential braking; it is for this purpose that the flat tire braking control decelerates at the wheel angle

Slip ratio S_iFor controlling variables by deceleration

Slip ratio S_iThe characteristic change of the wheel state adjusts the braking force Q of each wheel_iDirectly controlling the unstable state of the vehicle; by using

S_iCharacteristic parameter of wheel motion state for determination of control variable being braking control characteristic of vehicle flat tire stability control imbalance

S_iProducing a direct effect on the state of motion of the vehicle, using

S_iThe method is characterized in that a wheel braking force sensor is arranged on a vehicle or is not needed to control variables, simplify a transmission chain of braking control, improve the dynamic response characteristic of vehicle braking, shorten a braking control flow, reduce the hysteresis reaction of the vehicle wheel state to the braking, balance or eliminate the effect and influence of structural parameters of a braking execution device on the braking control characteristic.

Secondly, controlling modes and types of tire burst braking;

i. flat tire braking control period H_hDetermination of (1); determining a braking control period H according to the tyre burst state process, the braking control characteristic requirement and the response characteristic of a braking execution device to a control signal_h；H_hIs consistent with the change of the tire burst state process, adapts to the control requirement of extreme change of the state process, and meets the frequency of an electric control hydraulic brake or electric control mechanical brake deviceThe requirement for rate response characteristics; h_hIs a set value or a dynamic value; the dynamic values of which are determined by mathematical models of the set state parameters of the wheels and of the vehicle, including H_hAs a function of the flat tire pressure and its rate of change; setting a vehicle anti-collision control period H according to the vehicle anti-collision control requirement_t，H_hAnd H_tThe values are the same or different; brake control period H_hThe cycle period of the control logic combination is the same; based on the tire burst state, the control stage and each time zone of the vehicle tire burst anti-collision control, according to the control period H _hImplementing a corresponding control logic combination loop; the control method of the flat tire brake adopts the relevant parameters in the wheel motion state and the whole vehicle state as modeling parameters, adopts the control mode or type of the wheel steady-state brake A, the vehicle steady-state C or the balance brake B of each wheel and the total brake force D, the control mode is called brake A, B, C, D for short, and the flat tire brake control method is characterized in that the flat tire brake control method adopts the control mode or type of the wheel steady-state brake A, the vehicle steady-state C or the_hIn this method, A, C, or B and D brake control and logic combination control are executed, one control logic can be repeatedly circulated in each period, or can be converted into another control logic combination according to the conversion signal.

ii. A, B, C, D, based on the vehicle freedom motion equation, the vehicle longitudinal and transverse mechanics equation, the tire model, the vehicle yaw moment equation, the wheel rotation equation:

establishing braking force Q of each wheel_iAcceleration or deceleration with wheel angle

Slip ratio S_iDetermining each control variable Q by a relation model between the equal state parameters_iWith other control variables

S_iQuantitative relationship between them, realizing the control variable Q_iAnd

S_ithe conversion of (1). In the formula F_xi、

L、J_iThe wheel is subjected to ground tire force, the longitudinal acceleration of the vehicle, the distance from the wheel to the longitudinal axis of the mass center of the vehicle and the rotational inertia of the vehicle. A. B, C, D independent control or logic combination control thereof, the braking force Q of each wheel _iUnder the action of (2), a control variable omega is established_i、

S_iAnd a parameter a_i、N_zi、μ_i、G_ri、R_iA mathematical model of the relationship between, the model comprising:

S_i＝f(Q_i，α_i，N_zi，μ_i，G_ri，R_i)

in the formula of alpha_i、N_zi、μ_i、G_ri、R_iThe wheel slip angle, load, friction coefficient, stiffness, effective turning radius, and other letter meanings are as described above. Based on the vehicle motion equation of each degree of freedom of the vehicle, a longitudinal and transverse mechanical equation of the vehicle, a tire model, a vehicle yaw moment equation and a wheel rotation equation, determining control A and C, or control B and D and logic combination thereof according to a tire burst state process, a wheel steady state, vehicle stability, a vehicle attitude or a real-time change point and a change value of parameters related to vehicle anti-collision control, wherein the logic combination rule is as follows; the logical sum of the first rule and the second rule is expressed by a symbol of 'U', the B & ltU & gt C & lt means that the two types of control of B and C are executed simultaneously, and the control value is the algebraic sum of the two types of control values; logic combinations using this rule are unconditional logic combinations, e.g. no replacement by other control logic will preserve that logicA control state; rule two, two kinds of replacement logic relation with conflicting control, using logic symbol

It is shown that,

representing that A replaces B, the logical combination of the rule is a conditional logical combination, and the condition is that: the control mode or type on the right side has priority, and the control mode or type on the left side can replace the control mode or type covering the right side; a wheel control logic

Expressed as: c control is executed firstly, then A control is executed, and when the control condition of A is reached, C control is changed into A control or A replaces C; the logic combination realizes or completes logic substitution or conversion of control according to the real-time change points of the normal and flat tire working condition state process and the control period, or reaching a certain condition or threshold value; and the logic relationship of the conditional sequential execution of the three rules, the logics and the logic combination is expressed by the symbol "←": whether the right control is executed or not is finished, and the left control or the control logic combination is executed according to the arrow direction as long as the set condition is met; symbol "←" comprising a conditional control execution order of upper, lower, or allelic logical relationship; in the upper and lower logical relations, A, C, or the logical combination of the control B is represented by symbol (E), and the control form includes: d ← (E), D ← (E) showing: according to a certain condition, A, B, C control logic combination can execute D control no matter whether it is executed or not; the representation form of allelic logic relationship includes; n ← (B), N stands for A, C control type and its combination control type, B ← a £ C, which indicates that when A, C or its logical combination control is executed, no matter whether it is executed completely, B control can be executed when a certain condition is reached; the logic combination specifies that the control quantity of the unselected control type is 0; the formed logic combination form comprises: A. a single control type of one of C or B, further comprising a £ C, C £ A, D ← a £ C, D ← (E); each control logic is transferred And the control mode switching signal is sent by the brake controller to realize the control mode switching.

iii, the braking A control objects are all wheels; the brake A control comprises non-flat tire anti-lock control and flat tire steady state control, the flat tire steady state control adopts two modes of releasing the braking force of the tire or reducing the braking force to 0, wherein the braking force reducing mode reduces the speed by increasing and reducing the tire angle

Slip ratio S_iAs a control variable, with a braking force Q_iAnd reducing the value of the control variable step by step in an equivalent or non-equivalent manner for the parameter variable, and indirectly adjusting the braking force until the braking force of the tire burst wheel is removed.

iv, the braking B control objects are all wheels; balancing braking force of each wheel related to longitudinal control (DEB); defining a balance wheel set: the vehicle pair with the opposite torque direction of the tire force of the ground acting on the second wheel of the wheel pair to the mass center of the vehicle is a balance wheel pair; the balance wheel pair comprises a flat tire and a non-flat tire balance wheel pair; concept defining the control variable balance distribution and control of the brake B control: acceleration or deceleration at each wheel angle

Slip ratio S_iFor controlling the variables, in

S_iUnder the distribution of each wheel, theoretically, the force of each tire to the mass center moment of the vehicle is 0; the braking B control adopts a form of balance distribution and control of a second wheel of the wheel pair; the brake B control adopts two-wheel state parameters of a front axle and a rear axle

S_iOne of deviation and load are used as mathematical model of parameter to make two-wheel comprehensive control variable of front and rear axles

S_bOr Q_bInter-axis distribution of (1); in equal or equivalent phaseModel-implemented front and rear axle two-wheel control variables

S_iThe allocation of (2); wherein the control variable is synthesized

S_b、Q_bHas a value of

S_i、Q_iAn average or weighted average of the parameter values.

v, controlling all wheels by the flat tire brake C, and relating to safety control with highest risk degree and highest control difficulty of straight tire burst and steering tire burst of a vehicle; the braking C control is based on the process of a tire burst state, and the additional yaw moment M generated by the whole vehicle is generated by adopting the differential braking unbalanced braking moment_uBalance the flat tire yaw moment M_u' controlling understeer or oversteer of the vehicle; additional yaw moment M_uAngular deceleration using wheel control variables

Slip ratio S_iOr braking force Q_iIn a distributed form, angular deceleration

Slip ratio S_iSpecific braking force Q_iFor M_uThe distribution of (b) has more excellent inter-wheel control characteristics, and the control mode of the brake C control is as follows.

Firstly, controlling the yaw stability of the vehicle when the tire is burst and adding a yaw moment; under the action of the differential braking force of each wheel of the vehicle, longitudinal tyre force is generated, which forms an additional yaw moment M to the mass center of the vehicle _uYaw moment M_uYaw moment M with vehicle tyre burst_uThe phase balance is realized, the stable running state of the vehicle is recovered, and the stability control of the vehicle is realized; the brake C control is based on wheel, vehicle steering and vehicle dynamics equations to normal and flat tireUnder the condition, the motion state of the wheels, the steering mechanical state of the vehicle and the relevant parameters of the motion state of the vehicle are used as modeling parameters, a theoretical model, a test or an empirical modeling mode is adopted to establish or set a vehicle stability control mode, a model and an algorithm under normal and tire burst working conditions, and an analytic expression of the model is adopted or converted into a state space expression; determining the yaw rate omega of the yaw control model of the braking efficiency according to the vehicle model of the normal and flat working conditions and the detection values of the sensors_rCentroid slip angle β, or and vehicle longitudinal acceleration a_xAnd lateral acceleration a_yIdeal and actual values of; defining the deviation between the ideal value and the actual value of the parameter:

e_β(t)＝β₁-β₂。

in the case of a flat tire condition, the brake C controls an additional yaw moment M_uTo be provided with

e_β(t) is the main variable, in μ_e、e(ω_e)、

u_x、a_x、a_yAnd corresponding algorithms of the modern control theories of PID, optimal, fuzzy, sliding mode, robust, neural network and the like of the parameters are adopted as the parameters. Establishing an additional yaw moment M _uThe mathematical model of (2):

in model P_raTo detect tire pressure u_xIs the vehicle speed, delta is the steering wheel angle, e (omega)_e)、

Respectively is equivalent relative angular velocity deviation and angle of two wheels of a tire burst balance wheel pairDeviation of acceleration and deceleration a_x、a_yIs the longitudinal and lateral acceleration of the vehicle, mu_iFor the friction coefficient, the tire pressure P is detected_raOr equivalent relative slip ratio deviation e (S)_e) Can be deviated from the equivalent relative angle

And (4) interchanging. Determining the optimal additional yaw moment M under the condition of tire burst on the basis of the above_uThe basic formula mainly comprises:

or

In the formula

And

k₁(P_r) And k₂(P_r) Feedback variables or parameters for flat tire conditions, wherein e (S)_e) Can be combined with

And (4) interchanging. In view of yaw rate ω_rThe coupling property exists between the yaw angle and the mass center slip angle beta, and the ideal yaw velocity omega is difficult to realize or reach simultaneously_rAnd the centroid slip angle beta, and the optimal additional yaw moment can be decided by adopting a control algorithm of a modern control theory. One of the algorithms: designing an infinite time state observer according to the LQR theory, and deciding an optimal additional yaw moment M_u. Using modified modes, models and algorithms for adding yaw moment M when equivalent models and algorithms are used_uPerforming correction including parameter feedback correction, time lag correction, flat tire impact correction, knocking off, rim grounding and clamping correction, and flat tire comprehensive correction model and calculation The method is carried out.

Secondly, establishing the deviation of the vehicle yaw rate

Deviation of centroid slip angle e_β(t), or equivalent relative angular velocity deviation e (ω) with a flat tire_e) And the longitudinal deceleration a of the vehicle_xAnd lateral acceleration and deceleration a_xDetermining an additional yaw moment M for balancing the vehicle's non-steady state for parametric vehicle stability control models_u. Establishing an additional yaw moment M_uThe wheel distribution model of (1). Defining the concept of yaw control wheels: generation of an additional yaw moment M by longitudinal differential braking_uThe wheels of (a) are referred to as yaw control wheels. Additional yaw moment M determined by tire force of yaw control wheels_uAs a braking force Q_iCoefficient of ground friction mu_iAnd wheel load N_ziA function of the parameter. Yaw control wheel distribution model using braking force Q_iAngular acceleration and deceleration

Slip ratio S_iIn the form of parameters of

Or S_iAs Q_iTo determine the wheel differential braking force Q_iThe moment of the longitudinal tire force of the wheel to the mass center of the vehicle is acted. The danger degree and the control difficulty of steering tyre burst are extremely high, and in the state, the longitudinal slip rate S of the vehicle yaw control wheel differential braking is controlled_iAnd the change of the adhesion state, the change of the two-wheel lateral adhesion coefficient, the lateral tire force and the slip angle of the front axle and the rear axle, so that the steering characteristic of the vehicle is changed, and the vehicle generates insufficient or oversteer caused by steering braking again. The yaw control wheel adopts a specific distribution, control mode and model of steering brake, and the control model is called a steering brake model for short: model including additional yaw moment M generated by longitudinal braking of wheels _urAnd an additional yaw moment M generated in the steering brake_n。M_urSimply longitudinal directionBraking additional yaw moment, generating M_urThe wheels of (2) are called yaw control wheels, and M is obtained among a plurality of yaw control wheels_urThe larger value wheels are the efficiency yaw control wheels. M_nReferred to as the steering brake additional yaw moment. M_nIs one and M_uCharacterised by different yaw moments, steering-braking yaw moment M_nThe change state of the lateral adhesion coefficient of the wheel caused by the change of the slip ratio under the action of the longitudinal braking force of the front axle wheel and the rear axle wheel is related. In the steering braking process, the longitudinal slip rate of the wheels of the front axle and the rear axle is changed, the transverse adhesion coefficient, the adhesion state and the transverse tire force are changed, and the yaw moment deviation M of the two transverse forces of the front axle and the rear axle to the mass center of the vehicle_nForm the yaw moment deviation M_nSimply called yaw moment M_n. At M_nUnder the action, the sideslip angle of the two-axle wheel pair to the longitudinal axis of the mass center of the vehicle is changed, and the vehicle generates new understeer or oversteer. Yaw moment M_nDetermined by a mathematical model of the slip angle deviation of the front and rear axle wheels under the longitudinal braking force. M_nAs an increasing function of the deviation increment thereof. M_nDirection of (1) and M_uIn the same or opposite directions. Additional yaw moment M of vehicle _uAdding a yaw moment M to the longitudinal braking of the wheels_urAdditional yaw moment M with steering braking_nThe sum of vectors of (a):

M_u＝M_ur+M_n

M_nand M_urThe direction of (i.e., left or right) is represented by the mathematical symbol "+" or "-"; when M is_nAnd M_urIn the same direction of (A), M_uTaking maximum value, i.e. additional yaw moment M generated by minimal longitudinal differential braking force_urCan make M_uYaw moment M with flat tire_u' phase equilibrium, at M_urAnd M_nUnder the combined action of the two-dimensional stability control, the vehicle stability control has better longitudinal and transverse dynamic characteristics including the slip state, the adhesion state, the longitudinal and transverse tire force, the yaw characteristic and the frequency response characteristic of the wheels, so that the vehicle obtains more effective stability control; when the yaw control wheels are efficient yaw control wheels, the minimum difference is adoptedDynamic braking force, vehicle longitudinal braking yaw moment M_ukThe maximum yaw moment for realizing the stability control of the flat tire vehicle can be obtained under the action of the control device.

Third, an additional yaw moment M for restoring the stability of the vehicle_uEach round of distribution; for a vehicle with four wheels symmetrically and evenly distributed, which is called a four-wheel vehicle for short, the yaw control wheels, the efficiency yaw control wheels and the additional yaw moment M of the steering brake can be determined according to the front, back, left and right positions of the vehicle with the tire burst wheels, the steering wheel angles, the positive and negative of the yaw velocity deviation of the vehicle, the insufficient and excessive steering of the vehicle _nThe direction of (a); yaw control wheel selection: in the first mode, wheels on the opposite side of the position of a tire burst wheel are yaw control wheels; second, the additional yaw moment M can be determined based on the positive and negative of the yaw rate deviation of the vehicle, the understeer or oversteer of the vehicle_uAccording to M_uSelect yaw control wheels; mode three, model and definition of additional yaw moment according to efficiency, based on steering braking yaw moment M_nPositive or negative determination of direction or value thereof, additional yaw moment M under the same braking force in each yaw control wheel_uObtaining wheels with larger values as efficient yaw control wheels; in the four-wheel balanced distribution vehicle, the number of the yaw control wheels is two, and the yaw control wheels comprise two wheels on the opposite side of the positions of the tire burst wheels; in the steering process, the outer side wheels of the inner side of the vehicle are yaw control wheels when the tire bursts, and the inner side wheels of the outer side of the vehicle when the tire bursts are yaw control wheels; the non-yaw-controlled wheels include a tyre-burst wheel and a wheel capable of generating a yaw moment M with a tyre-burst effect under the action of differential braking_u' the direction is the same.

Fourth, additional yaw moment M_uThe distribution model adopts a single-wheel, two-wheel or three-wheel model; single-wheel model: in a straight-ahead driving state of the vehicle, M _ukIs equal to M_u，M_nEqual to 0; in the two yaw control wheels, because the diameter of the tire burst wheel is reduced, the wheel with large load is selected as an efficient yaw control wheel under the action of the tire burst vehicle and the redistribution of the load of each wheel; under the flat tire steering braking state, adopt and turn to the braking control model: m_u＝M_ur+M_nSelectingM_urAnd M_nThe wheels with the same direction and relatively larger load are the wheels with the efficiency yaw control; two-round model: in a straight-ahead driving state of the vehicle, M_ukIs equal to M_u，M_nEqual to 0; determining the distribution proportion of two yaw control wheels by adopting a coordinated distribution model of the two yaw control wheels, establishing a distribution model taking the loads of the wheels and the turning angles of the steering wheels as parameters, and realizing M between the two yaw control wheels according to the weight proportion of the loads of the two wheels_uThe allocation of (2); under the tire burst steering braking state, one of the front axle and the rear axle is a steering axle, and one of the two yaw control wheels is a steering wheel; based on determining an additional yaw moment M_uThe model (2) is as follows: m_u＝M_ur+M_nModel, in M_urAnd M_nAnd direction thereof, load M of yaw control wheel_ziAnd load transfer amount Δ M_ziSteering wheel angle delta or steering wheel angle theta_eTwo yaw control wheel longitudinal brake slip ratio S_iThe side slip angle of the braking and steering wheels or the lateral adhesion coefficient are used as modeling parameters, a coordination distribution model of two yaw control wheels is established according to a friction circle theoretical model determined by the longitudinal and lateral adhesion coefficients or the friction coefficients of the braking and steering of the wheels, and the efficiency yaw control wheels and an additional yaw moment M between the two yaw control wheels are determined according to the coordination distribution model _uTwo-round distribution of (1); controlling wheel steering angle theta based on steering braking state process and yaw_eOr the steering wheel angle delta, according to the braking friction circle model, determining the ideal or limited values of the longitudinal braking slip rate and the side slip angle of the yaw control wheel series in the steering state, and determining the additional yaw moment M of the steering braking yaw control wheel and the other yaw control wheel under the condition of maintaining the steering braking state of the steering braking wheels to be stable_uAn assigned value of (d); three-wheel model: the three wheels are composed of two yaw control wheels and a non-yaw control wheel; the two yaw control wheels realize the vehicle stability control under the states of straight movement and non-straight movement of the vehicle according to the two-wheel model; adding yaw moment M when braking force is applied to non-yaw-controlled wheels_uYaw moment vector of two yaw control wheels and one non-yaw control wheelQuantity and determination; one yaw control wheel and one non-yaw control wheel can form a balance wheel pair, and the braking force distributed by the balance wheel pair is equal or unequal; in the tire burst straight-ahead and steering braking control, when the balance wheel pair is a non-tire burst wheel pair, whether the balance wheel pair is a steering wheel pair or not, a logical combination of B control of the balance braking and vehicle steady-state C control can be adopted, namely C & ltU & gt B; under the condition that the vehicle stability control is preferentially met, the three-wheel model can realize the maximization of the braking force, and the braking force controlled by the flat tire braking C is reduced; additional yaw moment M generated by flat tire braking C control _uIn which the yaw moment M is added by the longitudinal braking of the vehicle_urBalance vehicle tyre burst yaw moment M_u', and compensate for vehicle movement by M_nResulting in under or over steering.

vi, controlling the total braking force D; d, controlling the motion state control of the flat tire vehicle, including the vehicle speed and deceleration; d control to reduce vehicle speed

Acceleration or deceleration by comprehensive angle of each wheel

Comprehensive slip ratio S_dBraking force Q_dOne is a control variable, wherein

S_d、Q_dBy wheels

S_i、Q_iThe value of (a) is determined by an average or weighted average algorithm; d, controlling a forward control mode and a reverse control mode of a control variable; forward mode, based on vehicle deceleration

Determining target control values of various parameter forms of total braking force Dcontrol

S_dk、Q_dk(ii) a Based on the value, in

S_i、Q_iOne of the parameters is distributed to each wheel, and the control logic is combined into:

a reverse mode; acceleration or deceleration at each wheel angle

Slip ratio S_iBraking force Q_iOne of the parameters is a control variable, and the control target control value or the sum of actual values of the control variables A, B, C of each wheel is determined

S_dg，、Q_dgThrough which

S_dg，、、Q_dgA value of one of which determines a target control value for vehicle deceleration, the control logic combining:

wherein E represents A, B, C control logic combination, vehicle longitudinal deceleration

③ controlling the tyre-burst brake

i. The tire burst brake control adopts hierarchical coordination control, the upper level is a coordination level, the lower level is a control level, and the upper level determines the brake control cycle period H _hInner A, C, or control modes, models and logic combinations thereof controlled by B and D, and conversion rules and conversion cycles of each logic combination; the controller subordinate stage in each period H_hComplete once A, C, B, D controlSampling the related parameter signals, processing data according to A, C, B, D control type and logic combination thereof, control model and algorithm, outputting control signals, and implementing angular deceleration of each wheel

Or slip ratio S_iDistribution and adjustment of.

ii. In the braking control, when a wheel enters a steady state control A, the tire burst control adopts one of two modes: mode one, at the completion of this cycle H_hAfter the braking control of the control mode model and logic combination, the new period H is entered_h+1In a second mode, immediately terminating the present period H_hBrake control simultaneously enters a new cycle H_h+1Controlling braking; in the new period, the non-burst tire wheel A control adopts wheel anti-lock control rules, control modes and models under normal conditions, and the C, B, D control can keep the original control logic combination or adopt a new control logic combination.

And iii, according to the tire burst state process, the wheel steady state, the vehicle stability, the vehicle attitude or the real-time change point and the change value of the parameters related to the vehicle anti-collision control, adopting a control mode model and a control logic combination which are adaptive to the tire burst state process in different stages or control periods of the tire burst brake control, and controlling the tire burst state process according to the control period H _hCirculating to realize the stable deceleration of the vehicle and the stability control of the whole vehicle; a, C, or B and D, or a logical combination thereof, it is necessary to establish or build up an acceleration/deceleration of each wheel angle based on a tire model of a vehicle's motion equation of each degree of freedom, a vehicle longitudinal/lateral mechanics equation, a vehicle yaw control model, a wheel rotation equation, and wheel mechanics and kinetic state parameters

And slip ratio S_iOr braking force Q_iAnd

S_imodel of the relationship between the state parameters, determining the control variable

And S_iIs between, or S_iAnd Q_iThe conversion of the control variables is realized through the quantitative relation between the control variables.

iv, A, C, B and D, or a logical combination thereof, the braking force Q of each wheel_iUnder the action of, or establishing, a control variable ω_i、

S_iAnd a parameter a_i、N_zi、μ_i、G_ri、R_iThe mathematical model of the relationship between the parameters and the control variables determines the action and influence of the parameters on the control variables by adopting the form of the relationship model or the equivalent model; wherein alpha is_i、N_zi、μ_i、G_ri、R_iRespectively including wheel slip angle, wheel load, ground friction coefficient, wheel rigidity and wheel effective rotation radius; in the period cycle of A, C, or B and D control, when the period H is controlled_hSmaller, parameter Δ ω_iEquivalent to the parameter

Establishing a control variable

S_iAccording to A, C, or B and D control types, in a control period H_hIn a logic loop of (2), determining a control variable

S_iTarget control values and distribution values of each wheel; wherein D controlled vehicle deceleration

Integrated angular deceleration of wheel

Comprehensive slip ratio S_dThe target control value is set to a target value,

S_dparameters whose target control values are controlled by wheels A, C, or and B

Or S_iAnd determining a target control value.

The special control mode adopted by the burst brake control obviously improves the performance and quality of the burst brake control, comprises various dynamic characteristics, frequency response characteristics, brake control chains and control effects of the brake control, and is suitable for the burst independent brake control or the anti-collision coordination control of the burst independent brake control or the anti-collision coordination control in each control period and the whole state process after the abnormal state of the normal working condition of the vehicle, low tire pressure, real burst, burst inflection point, separation of tire rims and knocking off; controlling the tire burst braking to increase or decrease the speed by the wheel angle

Slip ratio S_iRate of change of vehicle speed

Logic combination of brake control types and its period H by A, C, B, D for control variables_hCirculating, namely realizing the control of wheel steady state, body posture and vehicle stability consistent with the process of the vehicle tire burst state under the conditions that the effective rolling radius, the adhesion coefficient and the wheel load of the tire burst wheel are changed rapidly and the motion state of the vehicle is deteriorated instantly, and achieving the purpose of controlling the longitudinal and transverse swing of the vehicle tire burst; the tire burst braking control is coordinated with an engine electric control throttle valve and fuel injection control or electric vehicle power output, and is also coordinated with tire burst steering; tire burst control entry signal i _aBefore the tire burst braking control is started, or the engine braking control is adopted, and the vehicle exits according to the set conditions; the tire burst braking control adopts a plurality of modes: tire burst brake control exit signal i_eWhen coming, the tyre burst brake is controlled to exit, and people drive the vehicle or assist manual operationThe unmanned vehicle on the interface is quitted by the driving pedal, the central main control computer of the unmanned vehicle sends out a tire burst braking control command to quit, and the braking collision avoidance coordination control quits the tire burst braking control.

2) Idle brake control and brake compatible control and controller for tire burst engine

The vehicle tire burst braking adopts the compatible control of the idling braking and the braking of an engine; the engine idling braking control can be adopted before the early period of the tire burst control and the actual tire burst period come; compatible control, including brake compatible control of the unmanned vehicle with or without a man-operated auxiliary brake operation boundary, and brake compatible control of the unmanned vehicle, wherein the former is called manual brake compatible control for short, and the latter is called automatic compatible control for short; on the basis of tire burst vehicle environment identification, the manual brake compatible control adopts a tire burst brake and tire burst adaptive control mode, and the tire burst brake adopts the comprehensive angular deceleration of each wheel of the vehicle in the braking process

Or slip ratio S_dPerforming quantitative characterization on parameters, wherein the tire burst state is subjected to quantitative characterization on a tire burst characteristic parameter gamma; integrated angular deceleration

Slip ratio S_dUsing deceleration of each wheel

Slip ratio S_iDetermining by using an average or weighted average algorithm of each round;

first, an engine idle brake control and controller.

The vehicle may or may not be provided with an engine idle brake controller; under the condition of setting the controller, in the early stage of tire burst control, according to the process of a tire burst state, or entering the idle brake control of the fuel engine and entering the idle brake control of the tire burst engine at any time before the actual tire burst period comes; the engine idle braking control adopts a dynamic mode: during the idling braking process of the engine, the fuel injection quantity of the engine is 0, namely the endStopping oil injection, wherein the idling braking force of the engine is determined by a throttle opening degree adjusting model, the idling braking force of the engine is an increasing function of the throttle opening degree increment, a threshold value of the idling braking of the engine is set, and the idling braking of the engine is stopped when the rotating speed of the engine reaches the threshold value, wherein the threshold value is larger than an idling set value of the engine; the engine brake controller is also provided with a specific exit mode, namely a real tire burst signal i when the vehicle enters the tire burst brake control _bBringing, the vehicle enters the collision avoidance time zone (t)_a) Yaw rate deviation of vehicle

Greater than a set threshold value, and driving the two-wheel equivalent relative angular velocity e (omega) of the axle wheel pair_e) Deviation, angular deceleration

Deviation, slip ratio e (S)_e) When the deviation reaches a set threshold value, one or more conditions of the conditions are met, namely one or more parameters of the parameters reach the set threshold value, and the engine idling braking is quitted; before the flat tire braking control is started or engine braking control is carried out, so that the flat tire and the early period of the flat tire control are adapted, and the normal and flat tire working conditions are overlapped and the abnormal state of the vehicle is controlled in the transition period.

Secondly, compatible control of vehicle tire burst braking, namely establishing a compatible mode of engine or electric driven tire burst active braking and anti-collision coordinated control according to the independent or parallel operation states of the tire burst active braking and the pedal braking, thereby solving the control conflict generated when the two brakes are operated in parallel; when the tire burst active braking and the engine or the electrically driven pedal braking are operated independently, the braking control of the two types of operation is not conflicted, the brake compatible controller does not carry out compatible processing on input parameter signals of each control, and output signals of the brake compatible controller are brake control signals which are not subjected to compatible processing; when the tire burst active braking and the pedal braking, hereinafter referred to as two types of braking, are operated in parallel, the brake compatible controller presses the pedal braking displacement S _w' Integrated braking force Q of each wheel of vehicle with brake control variable_d' comprehensive angle deceleration

Or the combined slip ratio S_d' model of relationship between, determining a certain braking force Q of the vehicle_d' under the action of

Or S_d' a target control value; defining the comprehensive active braking force Q of each wheel_dAngular deceleration

Or slip ratio S_dTarget control value and actual value Q thereof_d′、

Or S_d' deviation between e_Qd(t)、

Or e_Sd(t)：

e_Sd(t)＝S_d-S_d′、

Determining a brake compatible control logic according to the positive and negative of the deviation; the deviation is larger than zero, and the braking is compatible with the comprehensive braking force Q output by the tire burst active braking of the controller_daAnd the comprehensive slip ratio S_daAngular deceleration

Is equal to its input value Q_d、S_d、

When the deviation value is less than zero, the brake compatible controller operates the control variable Q with the pedal_d′、

And S_dOne of is an inputThe parameter signal carries out compatible processing on the input parameter signal according to the brake compatible control model; a brake compatibility controller for controlling the tyre burst characteristic parameter gamma, the tyre burst active braking force, the angular deceleration or the deviation e of the slip ratio_Qd(t)、

Or e_Sd(t) establishing a deterministic Q for the modeling parameters_da、

Or S_daThe brake compatible function model of the asymmetric brake pedal with the positive stroke and the negative stroke:

S_da＝f(e_Sd(t)，γ)、

processing the input parameter signal according to the model, wherein the signal output value of the brake compatible controller is the value Q after compatible control processing _da、

Or S_da(ii) a Modeling structure of brake compatibility function model: q_da、

S_daAre respectively a deviation e_Qd(t)、

Or e_Sd(t) an increasing function of the positive stroke increment, a decreasing function of the negative stroke parameter decrement; wherein the asymmetric braking compatible model is as follows: the model has different structures in the positive and negative strokes of the brake pedal, and the deviation e in the positive stroke of the pedal_Qd(t)，e_Sd(t) or

The weight of the tire burst characteristic parameter gamma is less than that in the negative stroke: the function value of the parameter in the positive stroke is less than that in the negative strokeFunction values of medium parameters:

or

According to the tyre burst state, the brake control period and the anti-collision time zone characteristics, the brake compatible controller uses the deviation between the ideal and the actual yaw velocity of the vehicle

Two-wheel equivalent or nonequivalent relative angular speed deviation e (omega) of front and rear axle balance wheel set_e)、e(ω_k) Deviation of angular deceleration

Time zone t for tyre burst_aiFor modeling parameters, determining a tire burst characteristic parameter gamma by adopting a mathematical model of the parameters:

determining a modeling structure of a gamma model: gamma is

e(ω_e)、

Increasing function of incremental absolute value, gamma being t_aiAn increasing function of the decrement; q of brake compatible controller_da、

S_daModeling a structure: q_da、

S_daRespectively, a decreasing function of the gamma increments; the pedal can be quantitatively determined through the modelPerforming plate braking and tire burst active braking in parallel to operate man-machine self-adaptive coordination control; control variables Q based on after brake compatibility processing _da、S_daUsing a control logic combination of wheel steady state, wheel balance, vehicle steady state and total braking force (A, B, C, D) to determine a control logic combination of wheel steady state, wheel balance, vehicle steady state and total braking force (A, B, C, D), including

The brake compatible controller adopts closed-loop control, and when the deviation is negative, the controller uses the brake compatible deviation e_Qd(t)、e_Sd(t)、

Gamma is a parameter, braking force distribution and adjustment of each wheel are carried out through B, C control after brake compatibility processing, so that the actual value of the tire burst active brake control always tracks the target control value of the tire burst active brake control, and the output value of the tire burst active brake control after brake compatibility processing is the target control value Q of the tire burst active brake control_daOr S_daNamely, the brake compatible control of 0 deviation is realized; when the front and rear vehicles are in the safe time zone of collision avoidance in the early stage of tire burst, the value of gamma is 0, and the vehicles can adopt

The brake control logic combination of (1); each period after the real tire burst period or/and each period of anti-collision safety risk adopt

Or

The brake control logic combination of (1) is that, along with the vehicle before and after the tire burst state is deteriorated or when the vehicle enters into an anti-collision forbidden time zone, the tire burst wheel is switched from the steady-state control to the brake force release, the differential brake force of each wheel controlled by the whole vehicle steady-state C is increased in the control cycle of the tire burst wheel except the other tire burst wheels, and each control variable Q is controlled by the tire burst brake _da、

Or S_daThe actual value of (A) is coordinated with the characteristic parameter gamma of the flat tire state, and Q is reduced_da、

Or S_daUntil the pedal brake control variable target control value is less than Q_d′、

Or S_d' Flat tire active braking control variable Q_d、

Or S_dThe self-adaptive compatible control of manual pedal braking and tire burst active braking is realized.

Compatible control of tire burst active braking and collision avoidance coordinated braking of the unmanned vehicle; on the basis of the environment recognition of the flat-tire vehicle, the compatible control is carried out on the total braking force Q of the flat-tire active braking control determined by a single-wheel model of the whole vehicle_d1Synthetic angular deceleration

Comprehensive slip ratio S_d1Vehicle deceleration

One of the parameters, and the total amount Q of the vehicle tire burst active brake crash coordination control_d2Synthetic angular deceleration

Slip ratio S_d2One of the corresponding parameters is a modeling structure parameter, and a cooperative control mode of the active braking and the collision avoidance of the tire burst vehicle is established; according to the independent or parallel operation states of the two types of braking, the following compatible modes of braking operation are adopted to solve the control conflict of the parallel operation of the two types of braking; firstly, when the tire burst active braking and the anti-collision coordinated braking are carried out independently, the braking control of the two types of operation is not conflictedIndependently performing tire burst active braking or anti-collision active braking control operation; when the two types of braking are operated in parallel, the braking compatible control determines the following braking compatible modes according to the set vehicle anti-collision control mode and the set vehicle anti-collision control model; the compatible control of the braking takes one of the parameters of the two types of braking as an input parameter to define the burst active braking parameter Q _d1、

S_d1Braking parameter Q coordinated with collision avoidance_d2、

S_d2Deviation of two types of braking parameters:

e_Sd(t)＝S_d1-S_d2、

determining a 'larger value' and a 'smaller value' of the two types of braking according to the positive and negative (+, -) of the deviation, determining the 'larger value' when the deviation is positive, and determining the 'smaller value' when the deviation is negative; the brake compatibility control processes two types of brake control parameters according to the front and rear vehicle anti-collision control modes: the two types of brake control are both in the anti-collision safe time zone t_aiInternal time, brake compatible control uses two types of brake control parameters Q_d、

S_dThe brake type of the middle 'larger' is used as an operation control type, and the parameter 'larger value' is used as an output value of the brake compatible controller; control of one of the two types of braking in danger of collision or in time zone t of inhibition_aiAnd the smaller value of the parameter is used as the output value of the brake compatible controller, so that the control conflict during the parallel operation of the two types of brakes is solved, and the compatibility of the active braking of the unmanned vehicle and the active braking control of the tire burst is realized.

3) Brake-by-wire control and controller

The brake controller mainly includes: electric control hydraulic and wire control mechanical brake controller. The electric control hydraulic brake controller is as described above. The wire-controlled mechanical brake controller is based on the electric control hydraulic brake controller, and is additionally provided with the wire-controlled mechanical brake controller. The controller brakes the pedal stroke S _wOr the detection signal P of the brake pedal force sensor_wFor the parameter, establish S_wOr P_wEquivalent transformation model of parameters, transforming model, S_wOr P_wConversion to vehicle deceleration

Total braking force Q_dComprehensive angular deceleration of wheel

Integrated negative angular velocity increment Δ ω_dSlip ratio S_dAnd the like. Based on Q_d、Δω_d、S_dOne of the parameters, according to the above-mentioned flat tire brake control mode model and algorithm, determining each wheel

Or S_iAnd the distributed target control value realizes the vehicle tire burst control by wire through the A, B, C, D cycle of the brake control logic combination. Due to Q_d、

S_dEqual parameter to parameter

The response lag can be compensated for by a phase lead using a compensator: in the cycle period H of the brake control_hAfter the phase lead compensation, the sensor detects the parameter signal S_w、

The phase of the low-frequency signal is consistent with the phase of the low-frequency signal input by the driver to the brake pedal, and the low-frequency signal is compensatedThe response speed of the brake control system and related parameters is improved.

4) Environment recognition and anti-collision control (anti-collision control for short) and controller

And performing tire burst collision prevention coordination control. The method adopts radar, laser radar and ultrasonic ranging sensor, determines L by Doppler frequency difference of transmitted and received waves and adopting a certain algorithm_t. Defining the relative vehicle speed of the vehicle before and after: in actual driving detection, a sampling control period H is set _tInner Δ t and Δ L_tUnder the condition of small value, the relative speed u of front and rear vehicles is determined_cAnd the absolute speed u of the rear vehicle_bIn the formula u_aThe absolute speed of the front vehicle is as follows:

u_b＝u_a+u_c

i. and (5) vehicle self-adaptive anti-collision control. Based on the environment recognition of the vehicle and the rear vehicle, the relative distance L between the vehicle with burst tire and the rear vehicle is determined according to the vehicle_tiRelative vehicle speed u_cDetermining the time zone t of collision avoidance_ai，t_aiIs L_tiAnd u_cThe ratio of. T is used as a vehicle tire burst collision avoidance coordination controller_aiEstablishing front and rear vehicle collision avoidance threshold models for the parameters, and setting t_aiC of decreasing threshold value set_tiThreshold set c_tiThe threshold value of the middle threshold is a set value, and the front and rear vehicle anti-collision time zones t are determined by the threshold model_aiIs divided into a plurality of grades including safety, danger, forbidden entry and collision, including t_a1、t_a2、t_a3、……t_anAnd setting a collision judgment condition t for the vehicle and the following vehicle_an＝c_tn. Establishing a tire burst vehicle anti-collision and wheel and vehicle steady-state braking coordination control mode: determining vehicle deceleration according to a full vehicle single wheel model controlled by brake D

Target control value of

Within a defined range of values of the target control series for controlling the variable

Angular deceleration of each wheel

Or slip ratio S_iDetermines A, B, C the combination of brake control logic and its allocation. In the period H_hIn cyclic and combinatorial switching, brake control logic combinations are varied by A, B, C, including

Priority is given to ensuring the differential braking force of each wheel controlled by the vehicle in steady state C and the distribution thereof, with t_aiAnd c_tiGradually decreased step by step, and gradually and orderly reduced braking force Q controlled by balance braking B of each wheel of the vehicle_iAngular deceleration

Or slip ratio S_iAnd the braking force of the vehicle steady state C control of the wheel pair is balanced by maintaining the flat tire and the non-flat tire. When the vehicle enters into the collision time zone, all braking force of each wheel is released, or drive control is started, so that the collision time zone t between the vehicle and the rear vehicle is formed_aiDefining a reasonable range of fluctuations between "safe and dangerous". Ensuring that the vehicle does not touch t_ai＝c_tnThe collision avoidance limit time zone realizes the coordination control of vehicle collision avoidance, wheels and vehicle steady-state braking through the interaction coordination control. ii. And the vehicles are mutually adaptive to collision avoidance control. The controller is used for vehicles without a vehicle distance detection system or with an ultrasonic vehicle distance detection sensor, and adopts an adaptive control mode of tire burst vehicle steady-state brake control and rear-end collision prevention brake of a driver. According to a rear-end collision prevention test of a vehicle, determining the physiological reaction state of a driver, establishing a rear-end collision prevention aiming model of a rear vehicle driver, and simultaneously establishing a brake coordination model of a physiological reaction lag period, a brake control reaction period and a brake holding period after the rear vehicle driver finds a tire burst signal of a front vehicle, wherein the two models are collectively called tire burst rear-end collision prevention brake control And (4) modeling. In the early stage of tire burst and the real tire burst control stage, the braking controller of the tire burst vehicle performs braking according to a rear-end collision prevention braking control model, realizes the coordinated control of proper braking of the tire burst vehicle and rear-end collision prevention of a rear vehicle, compensates the rear-end collision prevention braking physiological reaction lag phase of a rear vehicle driver and the time delay brought by the braking reaction phase, and therefore avoids the rear-end collision danger phase of the rear vehicle to a front vehicle.

ii. A controller for controlling the left and right direction anti-collision when a vehicle is driven to burst tires. The collision avoidance control of the left and right sides of the vehicle driven by people adopts brake, drive, steering wheel rotating force or active steering coordination control, control mode, model and algorithm. Steering wheel angle theta determined based on steering wheel for actively steered vehicles_eaSimultaneously applying an additional rotation angle theta to an AFS actuator of the active steering system, which is not determined depending on the operation of a driver_ebGenerating an additional yaw moment in the critical speed range of the vehicle steady-state control to compensate the insufficient or excessive steering caused by the tire burst of the vehicle and the actual turning angle theta of the steering wheel_eSteering wheel angle theta determined for steering wheel_eaAnd additional rotation angle theta of tire burst_ebLinear superposition of vectors, adding a rotation angle theta to a flat tire _ebUnder active intervention of theta_ebSteering angle theta with flat tire_ebThe vector sum of' is 0. Through the vehicle direction, the wheel steady state, the vehicle posture, the stable acceleration and deceleration of the vehicle and the path tracking control, the vehicle tire burst deviation and the wheel sideslip are prevented, and the anti-collision control of the vehicle with the tire burst on the left side and the right side and the obstacle is realized.

And iii, a controller for controlling the unmanned vehicle to avoid tire burst. The control system is provided with machine vision, distance measurement, communication, navigation, positioning controller and control module, the position of the vehicle, the position coordinates between the vehicle and the front, rear, left and right vehicles and the obstacles are determined in real time, the distances and the relative speeds between the vehicle and the front, rear, left and right vehicles and the obstacles are calculated on the basis, the time zone is controlled according to the distances among a plurality of levels of safety, danger, prohibition and collision, and the control logic combination and the period H are controlled through A, B, C, D braking_hThe conversion of circulation, braking and driving control and the active steering coordination control are realized to realize the tire burst vehicle and the front, rear, left and right vehicles and barriersCollision avoidance of obstacles, steady state of the vehicle and deceleration control of the vehicle.

5) Tire burst braking control subroutine

According to a tire burst brake control structure and flow, a brake control mode, a model and an algorithm, a brake control subprogram or software is compiled, a structural program design is adopted, and the subprogram is mainly set as follows: control mode conversion, wheel steady state, balance brake, vehicle steady state and total braking force (A, B, C, B) brake control, brake control parameter and (A, B, C, B) brake control type combination configuration, brake data processing and control processing, tire burst active brake and pedal brake compatibility, and brake and anti-collision control coordination control of the manned and unmanned vehicles to each program module or a control and braking program module. A. B, C, B brake control program Module: the individual wheel distribution and control submodule for the brake control type control variable is included at A, B, C, B.

3. Flat tire steering control

1) Steering wheel turning force control in case of tire burst

And controlling the flat tire steering slewing moment based on the flat tire steering control mode and the model. The steering rotation force control is of one of three types: controlling the steering angle and the rotating angular speed of the tire burst steering wheel, controlling the steering assisting torque and controlling the steering wheel torque. When the tire is burst, the tire burst rotary force is generated, and the magnitude direction of the torque acted on the steering wheel and the tire by the ground is changed rapidly. Under the action of the tire burst rotary force, the power steering controller misjudges the direction of the steering power-assisted moment, the steering power-assisted device outputs the steering power-assisted moment according to the power-assisted direction of the normal working condition, and the steering power-assisted moment aggravates the unstable state of vehicle steering, so that the dual control instability of tire burst and control of the vehicle tire burst steering is caused. Under the combined action of tire burst turning force and steering assisting moment, the steering wheel is instantly deflected, and the vehicle rapidly drifts and turns. The tire burst steering control is characterized in that based on the type of a corner and torque sensor adopted by the system, according to tire burst direction judgment coordinates, judgment rules, judgment programs and judgment logics established by the system, a corner torque or corner direction judgment mode is adopted to judge the directions of tire burst turning force, ground turning moment borne by a steering wheel, steering assistance or resisting moment. On the basis of direction judgment, according to a tire burst rotation force control mode, a model and an algorithm adopted by a steering power-assisted controller, corresponding steering power assistance or resistance torque is provided for a steering system at any corner position of a steering wheel through a steering power-assisted device, and the steering rotation force control of a tire burst vehicle is realized.

Steering wheel angle control and controller for tire burst

i. In the tire burst steering control, the steering wheel corner delta and the steering angular speed are adopted

Control modes and models, defining steering wheel angle delta_iAnd rotational angular velocity

The impact of the tire burst rotary force on a steering wheel and the steering of the vehicle is balanced and reduced. Steering wheel angle control using steering characteristic function Y_ki. Characteristic function Y_kiComprising determining the angular speed of rotation of the steering wheel

Characteristic function Y of limit value_kbiAnd determining a characteristic function Y of the steering wheel angle_kai. Characteristic function Y_kbiAt a vehicle speed u_ixGround surface comprehensive friction coefficient mu_kVehicle weight N_zSteering wheel angle delta_biAnd derivatives thereof

To model a parameter, a mathematical model of its parameters is established.

Or

In the formula of_kTo set a standard value or a real-time evaluation value, mu_kDetermined by an average or weighted average algorithm of the steering wheel ground contact friction coefficientAnd (4) determining. Y is_kbiThe determined value being a target control value or an ideal value of the steering wheel rotational angular velocity, Y_kbiIs determined by the above mathematical model or/and field tests. Y is_kbiThe modeling structure of (1) is as follows: y is_kbiIs coefficient of friction mu_kIncremental increasing function, Y_kbiAs the speed u of the vehicle_xiIncreasing function of decrement, Y_kbiIs turned by a angle delta_biAn increasing function of the increment. Series of values u decreasing in accordance with vehicle speed_xi[u_xn......u_x3、u_x2、u_x1]Determining the steering wheel angle delta corresponding to each vehicle speed _biAngular velocity of rotation

Set of target control values Y_kbi[Y_kbn......Y_kb3、Y_kb2、Y_kb1]。Y_kbiEach value in the set being a certain vehicle speed u_xiGround surface comprehensive friction coefficient mu_kVehicle weight N_zAngular velocity of rotation of lower steering wheel

Limit values or optimum set values that can be reached. Definition u_xi、μ_k、N_z、δ_biAngular velocity of steering wheel rotation in a certain state

Series of target control values Y_kbiAbsolute value of and angular velocity of rotation of vehicle steering wheel

Deviation e between absolute values of actual values_ybi(t) of (d). At a certain speed u_xiIn the state when the deviation e_ybi(t) greater than 0 and (+) the steering wheel rotation angular velocity

And the control state is in a normal or normal working condition control state. When deviation e_ybi(t) is less than 0 and is negative, the rotational angular velocity of the steering wheel is determined

In the flat tire control state, the steering controller is controlled by the deviation e_ybi(t) as a parameter, establishing and determining the steering assist torque M of the steering wheel_a2The mathematical model of (2):

M_a2＝f(e_ybi(t))

in a steering wheel turning force (torque) control period H_nIn a logic loop of (1), a steering assist torque M determined based on the mathematical model_a2According to the deviation e_ybi(t) positive and negative, steering assistance or resisting torque is provided by a steering assistance device in a direction in which the absolute value of the steering angular velocity of the steering wheel decreases, and the steering angular velocity of the steering wheel is adjusted so that the deviation e_ybi(t) is 0, steering wheel rotational angular velocity

Always tracking its target control value Y _kbiAnd the impact of the tire burst rotary force on the steering wheel is limited.

ii. Steering characteristic function Y_kaiUsing vehicle speed u_xGround surface comprehensive friction coefficient mu_kVehicle weight N_zCorner delta of disc_aiAnd derivatives thereof

Is a mathematical model determination of the modeling parameters.

Y_kai＝f(δ_ai，u_xi，μ_k) Or Y_kai＝f(δ_ai，u_xi，μ_k，N_z)

In the formula of_kTo set a standard value or a real-time evaluation value, mu_kDetermined by an average or weighted average algorithm of the contact friction coefficient of the steering wheel, Y_kaiThe determined value being a target steering wheel angle control value or a desired value, Y_kaiThe value of (c) can be determined by the above mathematical model or by field testing. Y is_kaiThe modeling structure of (1) is as follows: y is_kaiIs mu_kIncremental increasing function, Y_kaiAs the speed u of the vehicle_xiIncreasing function of decrement, Y_kaiIncreasing the angle increment of steering wheelAnd (4) counting. Series of values u decreasing in accordance with vehicle speed_xi[u_xn......u_x3、u_x2、u_x1]Determining the steering wheel angle delta corresponding to each vehicle speed_aiSet of target control values Y_kai[Y_kan......Y_ka3、Y_ka2、Y_ka1]。Y_kaiEach value in the set being a certain vehicle speed u_xiGround surface comprehensive friction coefficient mu_kVehicle weight N_zThe limit value or the optimum set value that the lower steering wheel angle δ can reach. Defining a certain vehicle speed u_xiCoefficient of ground friction mu_kVehicle weight N_zUnder the state, the target control value Y of the steering wheel angle of the vehicle_kaiActual angle delta from the steering wheel angle_yaiDeviation e between_yai(t) of (d). Vehicle speed u_xiUnder the state of (e)_yai(t) is positive (+), and the steering wheel angle δ at this time _yaiAt delta_iIndicates that the vehicle steering wheel angle is within the normal range. Deviation e_yai(t) is negative (-), indicating the steering wheel angle delta_yaiBeyond the range defined by the flat tire rotation angle delta. Steering wheel angle control with deviation e for tire burst_yai(t) as a parameter, establishing and determining the steering assist torque M of the steering wheel_a1In a steering wheel turning force (torque) control period H_nThe controller determines the direction of decrease of the steering wheel angle delta based on the positive (+), negative (-) values of the deviation, and determines the steering assist torque M based on a mathematical model_a1Controlling the power-assisted steering motor to provide a turning moment for limiting the increase of the turning angle delta of the steering wheel for a steering system until e_yai(t) is 0, and the steering wheel angle always tracks the target control value Y_kaiThe steering wheel angle in the flat tire condition is limited within an ideal or maximum vehicle steering slip angle range. The control does not make the puncture direction determination.

② steering power-assisted control and controller for tire burst

i. A flat tire steering assist control for determining a steering wheel angle delta and a torque M by using a torque steering angle or steering angle direction determination mode as a tire burst direction determination mode_cOr the turning angle and the torque of the steering wheel and the ground revolving moment M borne by the steering wheel_kTire burst recoveryMoment of rotation M _b' and steering assist torque M_aIn the direction of (a). Wherein M is_kInvolving a righting moment M_jAnd tire burst rotary moment M'_bAnd ground steering drag torque. The control is performed by delta and M_cFor modeling the parameter signal, using steering wheel torque M_cAs a variable, in terms of vehicle speed u_xFor the parameters, a flat steering assist control mode, a model and a characteristic function are determined. Firstly, establishing a normal working condition variable M on the positive and negative strokes of a steering wheel corner delta_cAnd the variables u_xThe steering torque control model of (1):

M_a1＝f(M_c，u_x)

the model determines the steering assisting moment M under the normal working condition_a1The characteristic curve comprises three types of straight lines, broken lines or curves. M_a1The modeling structure and the characteristics of the steering assisting moment are as follows: the characteristic function and curve may be the same or different for positive and negative strokes of the steering wheel angle, M_a1Vehicle speed u as parameter_xIncremental subtraction function, M_a1Is the steering wheel torque M_cAn increasing function to increment the absolute value and a decreasing function to decrement the absolute value. Wherein the term "different" means: characteristic function M on the positive and negative strokes of steering wheel angle_a1The function models adopted are different between variable and parameter M_cOr and u_xM on the same value point_a1The values of (A) are different, and vice versa, the values are the same. And formulating a numerical chart based on the calculated values of all the parameters, wherein the numerical chart is stored in the electronic control unit. Under normal and tire burst working conditions, the electric control unit uses the steering wheel torque M through a table look-up method according to a power-assisted steering control program adopted by the controller _cVehicle speed u_xThe steering wheel turning angle delta is a main parameter, and the steering wheel steering auxiliary torque M under the normal working condition is called from the electric control unit_a1A target control value. Tire burst rotary force M_bAfter the direction judgment is established, the tire burst steering power-assisted control adopts a steering system mechanical equation to determine the tire burst rotary force M_b' target control value. The steering boosting control of the tire burst is realized by an additional balance boosting moment M_a2And tire burst rotary moment M_b' phase equilibrium, i.e. M_a2＝-M′_b＝M_b. Steering assisting moment M under tire burst working condition_aThe target control value is the detection value M of the steering wheel torque sensor under the tire burst working condition_a1Additional balance steering auxiliary moment M for tyre burst_a2The sum of the vectors of (a). In the steering wheel rotation torque control, the steering auxiliary torque M is controlled by a compensation model_aAnd phase lead compensation is carried out, and the response speed of the power-assisted steering system EPS is improved. The tyre burst steering power-assisted control or the tyre burst steering wheel angle control form composite control, and the maximum steering angle delta of the steering wheel is used_kOr and steering wheel rotational angular velocity

The stable steering control of the flat tire vehicle is effectively realized. Flat tire steering power-assisted controller, according to torque M_aModel of relationship with electric parameters, turning assisting moment M_aConversion into control electrical parameters of the booster, including flow i_maOr voltage V _ma. Steering power-assisted control is provided with a flat tire balance turning moment | M_bPower-assisted limit value a of |_bIn control, make | M_b|≤a_b、a_bGreater than tire burst gyroscopic moment | M_bMaximum of' | M |_bThe maximum value of' | is determined either by field testing. The tire burst steering power-assisted controller establishes a steering power-assisted phase compensation model, and steering power-assisted moment M is controlled through the compensation model_aAnd phase lead compensation is carried out, and the response speed of steering wheel turning force control is improved.

③ controlling and controlling the torque of the steering wheel when the tyre is burst

i. And judging the direction of the flat tire. The control adopts a corner torque or corner direction determination mode for determining the tire burst direction, and directly determines the steering torque M_aAnd the running direction of the electric device. The direction determination model is: defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_c：

ΔM_c＝M_c1-M_c2

According to deviation Δ M_cPositive and negative (+, -), the steering assist moment M is determined_aAnd the direction of the power-assisted power parameter of the electric device. Including motor current i_mAnd the rotation direction of the power-assisted motor. When Δ M_cTo correct the time, a steering assist torque M_aIn the direction of the assisting moment M_aDirection of increase, when Δ M_cWhen negative, the steering assist torque M_aIs a steering assist torque M_aReduced direction, i.e. resisting moment M _aThe direction of increase.

ii. The control is based on the steering wheel angle delta as variable and the vehicle speed u_xAngular velocity of rotation of steering wheel

Establishing a steering wheel torque control model and a steering wheel torque control model M for determining normal working conditions as parameters_cAnd a characteristic function:

M_c＝f(δ，u_x) Or

The model determines a characteristic function and a characteristic curve of the steering wheel torque under normal working conditions, and the characteristic curve comprises a straight line, a broken line or a curve. Steering wheel torque control model M_cAnd the value determined by the characteristic function is a target control value, M, for the torque of the steering wheel of the vehicle_cThe modeled structure and properties of (a) are: the characteristic function and curve are the same or different in the forward and reverse strokes of the steering wheel angle, and the control model M_cDetermining steering wheel torque as a parameter u_xIncremental subtraction function, M_cIs delta,

An increasing function of increasing the absolute value and a decreasing function of decreasing the absolute value, wherein "different" means: characteristic function M on the positive and negative strokes of steering wheel angle_cThe function models adopted are different, namely delta or u between variable and parameter_xM on the same value point_cThe values of (A) are different, and vice versa, the values are the same. Determining a target control value M of the steering wheel torque under normal working conditions according to the characteristic function_c1Radical ofAnd formulating a numerical value chart for the calculated value of each parameter, wherein the chart is stored in the electric control unit. Under normal and tire burst working conditions, the electric control unit uses the steering wheel turning angle delta and the vehicle speed u according to the power-assisted steering control program adopted by the controller through a table look-up method _xAngular velocity of rotation of steering wheel

Calling a target control value M of the steering wheel torque from the electronic control unit as a parameter_c1. Actual value M of steering wheel torque_c2And the real-time detection value of the torque sensor is determined. Defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_c：

ΔM_c＝M_c1-M_c2

By deviation Δ M_cDetermining steering wheel assistance or resisting moment M under normal and flat working conditions_a：

M_a＝f(ΔM_c)

The present steering wheel torque control adopts a plurality of modes based on the steering characteristic function. Mode one, the basic aligning moment type, mainly uses the speed u_xSteering wheel torque function model M with steering wheel corner as modeling parameter_c：M_c＝f(δ，u_x) The specific functional form by the model comprises a polyline curve. To determine M_cTarget control value M_c1. At any point of the steering wheel angle, M_c1Derivative of and vehicle steering restoring moment M_jIs substantially the same at M_jThe driver obtains the best or better steering wheel hand feeling under the action of the steering wheel. M_c1In the torque function model, a constant vehicle speed u_xLower, M_c1And aligning moment M_jWhile increasing with increasing delta, M_c1Angular velocity of rotation of steering wheel

Irrespective of this, the steering wheel torque sensor real-time detection value M_c2I.e. the hand force of the steering wheel is dependent on the angular speed of the steering wheel

May vary. Mode two, balanced aligning moment type, using vehicle speed u_xSteering wheel angle delta and rotation angular speed

Model M of a steering wheel torque function as a modeling parameter_c。M_c＝f(δ，

u_x) Determining the steering wheel torque M from the model-specific functional form_cTarget control value M_c1. At any point of the steering wheel angle, M_c1Derivative of and vehicle steering restoring moment M_jThe derivatives of (a) are substantially uniform. At M_cIn the torque function model, a constant vehicle speed u_xUnder the condition that M is_c1Increasing with increasing delta. Simultaneous steering wheel torque M_cTarget control value M of_c1And real-time detection value M of steering wheel torque sensor_c2I.e. the hand force of the steering wheel is synchronous with the angular speed of rotation of the steering wheel

And (4) correlating. At each period H of steering wheel torque control_nAnd on the positive and negative strokes of the steering wheel angle delta, M_c1And M_c2In different and appropriate proportions with

Increase or decrease of (a) and increase or decrease of (b) simultaneously. Steering wheel torque delta M based on steering wheel torque definition_cIs M_c1And M_c2The difference between:

ΔM_c＝M_c1-M_c2

establishing a steering assist torque M_aFunction model of (1), steering assist torque M_aBy steering wheel torque increment Δ M_cThe functional model of (2) determines:

ΔM_c＝f(ΔM_c)

steering system in steering power-assisted or resistance M_aUnder the action of the steering wheel, no matter which working condition the steering system is in normal or tire burst, a driver can obtain the best steering wheel hand feeling and road feeling, so that the adjusting force of the steering power-assisted steering wheel torque is increased. The tyre burst steering wheel torque controller converts the delta M according to a relation model of the steering wheel torque and the electric power parameter _cConversion into parameters of electric device driving power, wherein each parameter M_c、i_mc、V_mcAre all vectors.

Fourthly, tire burst rotary moment control subprogram or software

The method is characterized in that a tire burst turning moment control subprogram is compiled based on a tire burst turning moment control structure and process, a control mode, a model and an algorithm, the subprogram adopts a structural design and mainly sets turning angle and torque related parameter direction judgment, and a direction judgment module comprises a torque direction judgment, turning angle direction judgment and steering assisting moment direct direction judgment program submodule. Steering wheel angle δ rotation angular velocity subroutine module: the steering wheel rotation angle and rotation angular speed program submodule mainly comprises a steering wheel rotation angle and rotation angular speed program submodule. A tire burst steering power-assisted torque control program module: the control method mainly comprises a normal working condition steering auxiliary torque E control program submodule, a steering auxiliary torque and current-voltage relation G control submodule and a tire burst turning torque control algorithm program submodule. A steering wheel torque control module: the steering wheel torque control system mainly comprises a steering wheel torque E control program submodule and a steering assist torque moment and current-voltage relation G control program submodule.

2) The control covers chemical energy drive and electric drive control vehicles, and relates to active steering additional corner control and electronic servo power steering control in a tire burst process. Tire burst control entry signal i _aWhen the tire burst is reached, the active steering control of the tire burst is started. Based on an active steering system (AFS), a vehicle stability control program system (ESP) or a four-wheel steering system (FWS), the active steering mainly adopts a coordinated control mode of the AFS and the ESP and adopts an electrically controlled mechanical active steering controller or a four-wheel steering systemThe steering-by-wire controller is provided with a road sensing controller. The controller mainly comprises an active steering control structure and process, a control mode model and algorithm, and a control program or software. When the tire burst signal I arrives, the control and control mode converter takes the tire burst signal I as a conversion signal, adopts modes and structures of program conversion, protocol conversion and converter conversion, and realizes the entering and exiting of the tire burst control and the conversion of the normal working condition and the tire burst working condition control and control mode.

The method comprises the following steps of firstly, controlling tire burst active steering of a manned vehicle and an unmanned vehicle with an auxiliary steering operation interface.

i. And a steering angle control and controller is actively added when the tire is burst. The coordinate system for determining the direction of a tire burst, the determination rule, the program and the determination logic are based on the direction of the steering wheel angle delta and the yaw rate deviation e _ωr(t) plus or minus (+, -), determining the understeer and oversteer of the vehicle, and determining the flat tire control additional rotational angle theta from the steering wheel rotational angle delta and the direction thereof, the understeer and oversteer of the vehicle, or the flat tire wheel position_ebDirection (+, -). Based on the direction judgment, an additional balance rotating angle theta of a flat tire which is not determined by the operation of a driver is applied to an AFS actuating mechanism of the active steering system_ebCompensating for the insufficient or over-steering caused by tyre burst of the vehicle, the actual turning angle theta of the steering wheel_eSteering wheel angle theta determined for steering wheel_eaAnd additional rotation angle theta of tire burst_ebLinear superposition of vectors:

θ_e＝θ_ea+θ_eb

additional angle of rotation theta_ebSteering angle theta with flat tire_ebThe relationship of' is:

θ_eb＝-θ_eb′

additional angle of rotation theta_ebSteering angle theta with flat tire_eb' opposite direction, with vector sum 0: active additional yaw controller with yaw rate omega_rCentroid slip angle β or and vehicle lateral acceleration

Coefficient of adhesion

Or coefficient of friction mu_iSteering wheel slip S_iEstablishing an additional balance turning angle theta of the flat tire of the steering wheel for modeling parameters based on the flat tire state parameters and the determined stage thereof_ebThe control mode and the model adopt the corresponding control algorithm of the modern control theory of PID, sliding mode control, optimal control or fuzzy control to determine the steering system corner theta _ebThe target control value of (1). Determining steering system angle θ_ebAn equivalent mathematical model comprising:

the equivalent function model mainly comprises:

θ_eb＝f(e_β(t)，e_ωr(t))、

θ_eb＝f(e_ωr(t)，e_β(t)，e(S_e))

steering angle theta for tire burst_eb' conducting mechanical analysis, θ_eb' can be decomposed mainly into theta_eb1′、θ′_eb2、θ_eb3′：

θ′_eb＝θ′_eb1+θ′_eb2+θ_eb3′、

θ′_eb3＝f(M′_b)

In the formula R_i0、R_i、b，e(ω_e)、

e(S_e)、

u_x、e_ωr(t) are respectively the radius of a standard tire pressure wheel, the radius of a flat tire wheel, the wheel track, the equivalent relative angular velocity, the angular acceleration and deceleration, the slip rate deviation of a steering or non-steering flat tire balance wheel pair two wheels, the flat tire turning force (moment) of a steering wheel, the transverse acceleration of the vehicle, the vehicle speed, the ideal vehicle and the actual yaw angular velocity omega_r1、ω_r2The deviation therebetween. Defining steering wheel angle theta_eTarget control value theta_e1With its actual value theta_e2Deviation e between_θ(t) of (d). Steering-by-wire control with deviation e_θ(t) as a parameter, establishing a steering wheel angle theta_eBy open-loop or closed-loop control, in the period H_yIn the control cycle of (2), the actual value theta of the steering wheel angle is set under the action of the steering wheel turning driving torque_e2Always tracking its target control value theta_e1And making a control deviation e_θ(t) is 0. Based on an electronic stability control program system ESP, an active steering system AFS or FWS (four-wheel steering system, multiple coordination control modes of the ESP and the AFS or the FWS are adopted) _eTarget control value theta_e1With its actual value theta_e2Deviation e between_θ(t) of (d). Tire burst active attachment of a corner controller with a deviation e_θ(t) as a parameter, establishing a steering wheel angle theta_eBy open-loop or closed-loop control, in the period H_yIn the control loop, the steering wheel angle theta determined by the active steering system AFS through the steering wheel angle_eaAdditional balancing angle theta with tire burst_ebSuperimposed actuators for effecting the actual value theta of the steering wheel angle_e2Always tracking its target control value theta_e1And making a control deviation e_θ(t) is 0. In the tire burst active steering control, a tire burst active steering controller or a coordinated control mode of a steering wheel rotation angle and an electronic stability control program system (ESP) is adopted.

ii. Electronic servo power-assisted steering control and controller for tire burst

Active steering blow-out servo power steering control, including blow-outJudging the direction of the tire and performing servo power control on the tire burst. When a tire is burst, the rotating force generated by the burst tire and the normal working condition servo power-assisted control lead to the dual instability of the burst tire and the normal working condition control of the vehicle, so the burst tire servo power-assisted steering control is established. Firstly, judging the tire burst direction, judging coordinates, judgment rules, judgment programs and judgment logics according to the tire burst direction established by the method, judging the directions of tire burst rotary force, ground rotary moment borne by a steering wheel, steering power assistance or resistance moment by adopting a corner torque mode, and forming the tire burst direction judgment as the basis of tire burst power assistance steering control or tire burst active steering control. And secondly, controlling the tire burst power-assisted steering. The method is adopted to determine a tire burst steering power assisting or tire burst steering wheel torque control mode and a tire burst steering wheel torque control model. One of the mode and the model, the flat tire steering assist control mode, the steering wheel angle delta, and the steering wheel torque M _cFor modeling parameters, with M_cAs a variable, in terms of vehicle speed u_xEstablishing a steering assist torque M as a parameter_aControl model and characteristic function to determine steering assist torque M under normal conditions_a1And tire burst additional balance auxiliary moment M_a2And its vector sum M_aWherein M is_a2Steering turning moment M for tyre burst_b' balance moment. Determining M_aTarget control value of steering assistance or resisting torque of the vehicle, and the steering assistance torque M is controlled by a compensation model_aAnd performing phase lead compensation. And the second mode and the second model are a flat tire steering wheel torque control mode. Using steering wheel angle delta as variable and vehicle speed u_xAngular velocity of rotation of steering wheel

Establishing a vehicle steering wheel torque control model and a characteristic function for the parameter, and determining a vehicle steering wheel torque target control value M_c1Defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_cBy deviation Δ M_cDetermining the steering assistance or resistance moment M of the steering wheel under normal and flat working conditions_a. In the vehicle steering control period H_yIn-cycle, by electronic servo-assisted steeringAnd the servo steering power-assisted or resistance torque is actively adjusted in real time at any steering position of the steering wheel, so that the control of the tire burst steering power-assisted is realized.

iii, active steering control subprogram or software for tyre burst of manned vehicle

Compiling a tire burst active steering control subprogram based on a tire burst active steering control structure and flow, a control mode, a model and an algorithm; the subprogram adopts a structural design and consists of a steering wheel rotating angle of active steering, a tire burst steering wheel or steering wheel additional rotating angle, steering electronic servo power-assisted direction judgment, electronic servo steering power-assisted torque control or an ESP (electronic stability program) coordinated control program module of a tire burst active steering and electronic stability control program system.

Wire-controlled active steering control and controller for manned vehicle

The steer-by-wire control is a high-speed fault-tolerant bus connection, high-performance CPU control and management, and is realized by the operation of a steering wheel. The wire-controlled steering control adopts a redundant design, is provided with a wire-controlled system combination of all steering wheels, and adopts a plurality of structures of front wheel wire-controlled steering, rear wheel mechanical steering, and front and rear axles of an electric automobile or four-wheel wire-controlled independent steering. The steer-by-wire control includes: steering control of the steering wheel and steering road feel control. The steering control of the steering wheel adopts the steering wheel angle theta_eAnd steering wheel return drive torque M _hThe control mode is coupled. Establishing an absolute coordinate system of a steering wheel to the vehicle, wherein the steering control coordinate system is specified as follows: the 0 point of the steering wheel corner is the origin, no matter the vehicle or the wheel turns left or right, the positive range, namely the increasing range, of the steering wheel corner is positive (+), and the negative range, namely the decreasing range, of the steering wheel corner is negative (-). The steering driving shaft is provided with a relative coordinate system which rotates along with the driving shaft, and the origin of the coordinate is 0 point of the torque and the direction thereof. The coordinate system is adopted for the control of the drive-by-wire active steering angle and the torque. The active steering controller establishes a steering wheel rotation angle theta based on a steering system dynamic equation_eSteering rotary moment M_kAnd steering wheel return drive torque M_hThe kinetic model is a main parameter:

M_k＝M_j+M_b′+M_m

in the formula j_u、B_uRespectively, the equivalent moment of inertia and the equivalent resistance coefficient of the steering system, M_b' is a flat tire turning moment, M_mFor the rotary friction moment M of the ground to which the steering wheel is subjected_jFor aligning moment, M_kBoth the magnitude and direction of (a) are dynamically changed. Steering wheel rotary drive torque M_hBased on the structure of the steering system, a dynamic model of the steering system, which comprises a motor, a steering mechanism (such as a gear rack) and wheels, is established, Laplace transformation is carried out on the model, a transfer function is determined, and PID (proportion integration differentiation) (comprising integral and fractional order PI) is adopted ^λD^μ) Fuzzy control, neural network, optimal control algorithm corresponding to each modern control theory, and designing a steering controller to keep the system response time and overshoot in an optimal range. The steer-by-wire controller passes through the ideal gear ratio and the dynamic gear ratio C_nControl of yaw rate ω_rState feedback of parameters such as mass center slip angle beta and steering wheel rotation angle theta_eWith turning moment M of the steering wheel_kOr steering drive torque M_hDetermining a relevant parameter in the steering control including a yaw rate omega of the vehicle_rAnd the dynamic response solves the technical problems of over-steering amount, stable time, tire burst turning moment, rapid direction change and the like. For a steering system adopting a steering motor, a gear transmission device and a steering wheel, the dynamic model is as follows:

the first mode is that a steering motor model:

T_m＝k_ti_m

in the formula T_m、J_m、θ_m、B_m、G、k_t、i_mThe motor torque, the rotational inertia, the rotation angle, the viscous friction coefficient, the rotation speed ratio, the electromagnetic torque constant and the current are respectively. T is_aAs pinion shaft moment, T_aBy turning moment M of steering wheel_kThe mathematical model of (2) determines:

T_a＝f(M_k)

M_kthe method is characterized in that a torque sensor arranged on a steering system detects parameter values, and when an equivalent model is adopted:

T_a＝λ_aM_k

λ_ais an equivalent coefficient, λ_aMoment of inertia J of wheel and steering mechanism _maAnd the coefficient of viscous friction and the like.

Secondly, turning to the motor and electric appliance model:

in the formula V_m、R、L_mRespectively, an inverse electromotive type, an armature resistor and an inductor.

Thirdly, a steering wheel and steering mechanism model:

in the formula T_r、J_s、B_sRespectively equivalent steering resistance torque of the pinion shaft, rotational inertia of a steering wheel and a steering mechanism, and viscous friction coefficients of all transmission devices. Neglecting motor torsional stiffness, considering motor and pinion shaft speed matching, theta_m＝Gθ_sNeglecting T_rAnd performing Laplace transformation to obtain a transfer function:

controller rotates angle theta of steering wheel_eSteering rotary moment M_kAnd steering wheel return drive torque M_hPerforming Laplace transform for the main parameter dynamic model, determining transfer function, and adopting PID, fuzzy, neural network, and optimal control calculation for each modern control reason wheelDesigning a steering controller; determining normal, tyre burst, bumpy road surface, driver's over-regulation and fault control mode and model, and adopting steering wheel turning angle theta_eDriving moment M of steering wheel_hSetting standard transmission ratio and dynamic transmission ratio C of steering method in double-parameter coupling control mode_nThe system response time and the overshoot are kept in an optimal category, the technical problems of the steering overshoot, the stabilization time, the magnitude of the tire burst turning moment, the rapid direction change and the like are solved, and the drive-by-wire active steering control is realized. Defining a target steering wheel angle delta control value delta ₁From its actual value delta₂Deviation e between_δ(t) defining a steering wheel angle θ_eTarget control value theta_e1With its actual value theta_e2Deviation e between_θ(t) of (d). Deviation e_δ(t)、e_θ(t) as determining steering wheel turning drive torque M_hDetermination of drive direction and θ_eAnd M_hThe control parameter of (1).

i. Steering wheel angle theta caused by tire burst_eControlling; in the coordinate system determined by the method, the vehicle, the steering angle of the wheels, the yaw rate of the vehicle and the insufficient or excessive steering angle of the vehicle are vectors; under normal and tire burst working conditions, the steering wheel steering angle controller of the tire burst steering wheel is based on the steering wheel steering angle delta under the normal working condition_eaDetermined steering wheel angle theta_eaApplying an additional balancing angle theta to the steering system independent of the driver's flat tire_ebWithin a critical vehicle speed range for steady-state control of the vehicle, theta_ebCompensating for insufficient or excessive steering resulting from tyre burst of vehicle, target steering angle theta of steering wheel_eFor steering wheel angle theta_eaAnd additional balancing angle theta of tire burst_ebLinear superposition of vectors; steering wheel angle delta_eAngle of rotation theta with respect to the steering wheel_eGear ratio C_nIs constant or dynamic, the dynamic being at the vehicle speed u_xDetermining a mathematical model of the parameter; steering wheel controller at vehicle speed u_xSteering wheel angle delta and vehicle yaw angular velocity omega_rThe mass center slip angle beta or the sum lateral acceleration is used as a modeling parameter, and the yaw velocity deviation e is adopted _ωr(t) centroid slip angle deviation e_β(t) or (t) and groundCoefficient of surface friction mu_iAnd lateral acceleration

Establishing a tire burst additional balance rotation angle theta of the parameters for the parameters_ebOf the mathematical model of (a), determining theta_ebThe target control value of (1); setting a steering control period H_y，H_yIs a set value, H_yOr from the parameters delta, f per unit time_yIs determined. Wherein delta is called the comprehensive turning angle increment of the steering wheel, and delta is the positive and negative changing times n of the turning angle of the steering wheel in unit time_iSum of absolute values of the amounts of variation of (2) and the number of times n_iRatio of (a) to (b), f_yDetermined by the motor or steering system response frequency. By-wire active steering controller with target steering wheel angle delta control value delta₁From its actual value delta₂Deviation e between_δ(t) or steering wheel angle target control value θ_e1With its actual value theta_e2Deviation e between_θ(t) establishing a steering wheel angle theta as a modeling parameter_eAnd steering wheel rotary driving torque M_hDetermining M_hThe driving direction and the driving torque value. The control being open-loop or closed-loop control, during period H_yIn the control cycle of (3), in the slewing drive torque M_hBy the actual value theta of the steering wheel angle_e2Always tracking its target control value theta_e1Angle of rotation theta of steering wheel_eIs controlled so as to deviate e from _θ(t) is 0.

ii. Rotary driving torque control and controller for tyre burst steering wheel

The steering wheel rotating driving torque controller for the flat tire steering wheel establishes two groups of steering wheel rotating angles delta and rotating driving torque M for the left and right steering of the vehicle on the left and right sides of the original position of the steering wheel rotating angle delta according to the requirements of the rotating angle and the torque and the direction of a drive-by-wire active steering control coordinate system_hA separate coupling control system. At the origin of the angle delta of the rotary disk, namely 0 point of left turn or right turn of the vehicle, the direction of the electric control parameter current or/and voltage of the electric drive device and the rotating motor or the translation drive device of the electric drive device are controlled by the controllerThe direction is electrically controlled to adapt to theta_eAnd M_hCoupling or coordination control between them. Controller and steering wheel angle delta_eThe ground rotary force M borne by the steering wheel_kFor modeling parameters, in theta_eAnd M_kFor the control variable of mutual coordination, the ground rotary force M borne by the steering wheel is adopted_kDeviation e between target and actual turning angle of steering wheel of manned vehicle_δ(t) rotational angular velocity

Establishing the steering wheel rotation driving torque M of the manned vehicle according to a steering system dynamic equation as a main modeling parameter_hOf determining M_hbA target control value of the control. Target control value delta of steering wheel of vehicle driven by person ₁From its actual value delta₂Deviation e between_δ(t) positive and negative, determining steering wheel turning drive torque M_hIn the direction of (a). Ground revolving moment M borne by steering wheel_kInvolving a flat tyre turning moment M_b', M at the time of tire burst_b' both the magnitude and direction are changed at the steering wheel angle theta_eWhile controlling, the driving moment M of the steering wheel needs to be rotated in real time_hAnd (6) adjusting. Determining M_hTwo modes are used. In the first mode, a steering turning force or torque sensor is arranged in a mechanical transmission mechanism between a steering wheel and a steering system, and the turning moment M of the steering wheel is detected_k. According to the differential equation:

determining M_hThe target control system of (1), wherein j_u、B_uRespectively an equivalent moment of inertia and an equivalent resistance coefficient of the steering system. Considering the lag of the detection signal of the sensor, for M_kAnd carrying out phase compensation. In the steering control period H_yIn cycles, the compensation factor G_e(y) using a target steering angle control value theta_e1With the actual value theta_e2Deviation e (theta) therebetween_e) And derivatives thereof

Damping coefficient of transmission

For mathematical model determination of the main parameters:

wherein G is_e(y) is, e (theta)_e)、

Absolute value and

an increasing function of the increment. Mode two, in the steering control period H_yIn the loop, the controller is controlled by e (theta)_e)、e(ω_e) Establishing an equivalent mathematical model of part or all of the main parameters, and determining the steering wheel turning force (torque) M _kAnd steering wheel rotary driving torque M_hThe mathematical model includes:

by determining steering wheel drive torque M of a vehicle, whether manned or unmanned_hThe equivalent mathematical model comprises the following mathematical expressions:

control model and formula J_nTo include the equivalent moment of inertia, G, of the steering wheel drive system_e(y) is a lead compensation coefficient, H_yFor the steering control period,

For steering wheel angle theta_eTarget control value θ of_e1With the actual value theta_e2Derivative of the deviation between, k₁、k₂As a coefficient, the equivalent phase angle speed deviation e (omega) of the left wheel and the right wheel of the steering wheel flat tire balancing wheel pair_e) Can be controlled by the equivalent relative slip ratio deviation e (S) of the two steering wheels_e) And (4) substitution. The torque sensor is arranged on the steering drive shaft, and defines a detection value M of the torque sensor_h2Target steering wheel turning driving force control value M_h1Deviation e between_m(t) open-loop or closed-loop control, during a steering control period H_yIn the cycle of (a), by the deviation e_m(t) returning control to make the actual value M of the driving force of the steering wheel_h2Always tracking its target control value M_h1. The drive unit includes motor or translational unit, and the ground rotary moment M borne by the steering wheel at any turning angle of the vehicle_kAnd steering wheel drive torque M_hBy a drive torque M _hAnd steering wheel angle theta_eActive or adaptive joint regulation of, controlling steering wheel angle theta_eLet theta_eActual value of (theta)_e2Always tracking its target control value theta_e1. At the 0-turn angle position of the steering wheel or/and steering wheel, the controller makes one-time conversion to the direction of the electric control parameter of the left-right turning of the steering wheel, namely, the left-turn or right-turn vehicle, and drives the torque M at the 0-turn angle position_hThe direction of the electric control parameters is converted once, and the directions of the electric control parameters including current and voltage are opposite when the steering wheel turns left and right, thereby realizing the driving torque M_hAnd (4) switching the rotation direction. In the control of the left and right turning of the vehicle, the steering drive system forms the steering wheel angle delta and the driving torque M of the left and right turning of the vehicle according to the regulation of the coordinates_hTwo mutually coordinated independent coupled control systems. When the tyre is burst, no matter the vehicle is in the straight running and steering state, the tyre burst rotary moment M_b' generation, resulting in ground-borne turning forces to which the steerable wheels are subjectedMoment M_kAt a steering wheel angle theta_e0 position of steering wheel angle delta and any position of steering, and instantaneously generating steering wheel angle theta_eAnd a flat tire deviation of the steering wheel angle δ. Deviation e of steering wheel angle of drive-by-wire active steering controller _θ(t) immediately determining the flat tire turning moment M within the first time of the value_b' and the ground revolving moment M borne by the steering wheel_kAnd determines the steering wheel angle theta_eAnd a driving torque M_hThe direction of control of. Torsion sensor arranged between driving shaft and wheel and rotating moment M in case of tire burst_b' producing instant and timely detecting steering wheel rotary driving moment M_h2. A steering wheel turning driving torque controller for controlling the target steering wheel turning driving torque_h1Deviation e from its actual value_m(t) as a modeling parameter, establishing a mathematical model of the parameter, and controlling the steering in the period H according to the mathematical model_yIn the cycle, the steering wheel rotation driving force M is adjusted_hWhereby the steered wheel angle theta is made_eActual value of (theta)_e2Track its target control value, eliminate or compensate tyre-burst rotary moment M_b' deviation of a steering wheel and a vehicle running direction caused by impact, and stability control of a turning force of a flat tire vehicle is realized. Road feel control and controller. The control is based on a relation model of steering wheel turning angle, vehicle speed, vehicle lateral acceleration and steering resistance moment, and a real road feel control mode is adopted. By turning the steering wheel back the driving moment M_hOr the ground rotary moment M borne by the steering wheel _kAs variable, taking ground, vehicle and steering related parameters as modeling parameters to establish the feedback force M of the road sensing device_waOf determining M_waThe target control value of (1) enables a driver to obtain road feel information reflecting a road surface, wheels, a vehicle running state and a tire burst state through an operation interface such as a steering wheel, a steering lever or a steering pedal by a road feel device of a road feel motor or a magneto.

iii, wire control active steering control subprogram or software for tyre burst of manned vehicle

Active steering control structure, process and control based on tire burstThe method comprises the steps of preparing a model, a model and an algorithm, and compiling a tire burst active steering control subroutine which is structurally designed and mainly comprises a steering wheel corner delta and a tire burst rotary moment M'_bOr the ground rotary moment M borne by the steering wheel_kRotary driving moment M_hDirection determination module, steering wheel tire burst additional rotation angle theta_ebAnd steering wheel angle theta_eaThe ground rotary moment M borne by the steering wheel_kSteering wheel return drive torque M_hAnd the tire burst active steering and electronic stability control program system ESP coordinated control or real road feel tire burst program module.

3) Active steering control and controller for unmanned vehicle

First, a central master controller of the unmanned vehicle. The central master controller comprises an environment sensing and recognizing sub-controller, a positioning navigation sub-controller, a path planning sub-controller, a normal sub-controller and a flat tire control sub-controller, and relates to the fields of flat tire vehicle stability control, flat tire collision prevention, path tracking, parking address selection and parking path planning. Tire burst control entry signal i _aWhen coming, the vehicle shifts to a tire burst control mode: the central main controller is provided with various sensors for environment perception and steering control, a machine vision system, a global satellite positioning system, a mobile communication system, a navigation system and an artificial intelligence control system, or an intelligent internet of vehicles networking controller. In the process of a tire burst state and each control period of tire burst, according to the braking, driving, vehicle direction, steering wheel turning force, active steering and control mode, model and algorithm adopted by a suspension controller, through vehicle environment sensing, positioning, navigation, path planning and vehicle control decision, the stable state of a vehicle wheel, the vehicle attitude and the stable deceleration or acceleration control of the whole vehicle are planned uniformly, the lane keeping of a tire burst vehicle, the anti-collision control with front, rear, left and right vehicles and obstacles are coordinated uniformly, the vehicle running speed, path planning and path tracking are decided uniformly, the parking site after tire burst is determined, the path from the vehicle to the parking site is planned, and the parking control of the tire burst vehicle is realized by adopting the combination of the control mode and the mode.

Tfirst, the lane keeping and direction controller for the vehicle with burst tyre

The first one is environment sensing and positioning navigation sub-controller.

The controller acquires information such as road traffic, road signs, road vehicles and obstacles through a global satellite positioning system, a vehicle-mounted radar and other sensors, a machine vision system (mainly comprising an optical electronic camera and a computer processing system), a mobile communication system or a vehicle networking system, carries out vehicle positioning and driving navigation, determines the distance between the vehicle and front and rear, left and right vehicles, lane lines and obstacles, the relative speed of the front and rear vehicles and the like, and carries out overall layout of vehicle positioning, driving environment state and driving planning.

And secondly, a routing sub-controller. The sub-controller determines the speed u of the flat tire vehicle by adopting normal and flat tire working condition wheels, vehicles and steering control modes and algorithms based on environment sensing, positioning navigation and vehicle stability control_xVehicle steering angle theta_lrAngle of rotation theta of wheel_e. The control modes and algorithms include: the controller uses the distance L between the vehicle and the left and right lanes_sLeft and right vehicle distance L_gFront-rear vehicle distance L_tThe lane comprises a positioning angle theta of a lane line in the coordinate_wTurning half-diameter R of lane or vehicle running track_sOr curvature, steering wheel slip ratio S_iCoefficient of ground friction mu_iThe method is mainly used for inputting parameters, adopts a mathematical model and an algorithm of the parameters to formulate a vehicle position coordinate and a variation graph, plan a vehicle driving graph and determine a vehicle driving path, and finishes the planning of a vehicle driving road and a lane according to the driving graph and the driving path.

And thirdly, controlling a decision-making sub-controller. Under normal working conditions and tire burst states, the sub-controller determines the speed u of the vehicle according to the steady state control modes of the vehicle, the lane and the barrier, the vehicle navigation, the path planning, the steering angle of the vehicle, the steering wheel angle and the vehicle steady state control modes of the vehicle and the vehicle based on the steady state control modes, the steering mode, the braking mode, the driving mode and the anti-collision coordinated control modes of the vehicle and the vehicle _xVehicle steering angle theta_lrSteering wheel angle theta_eAnd performing vehicle lane keeping, path tracking, vehicle posture and vehicle collision avoidance coordination control under normal and tire burst working conditions. Ideal steering angle theta of vehicle_lrAnd steering wheel angle theta_eDetermined by the mathematical model and algorithm of the parameters, comprising:

θ_lr(L_t，L_g，θ_w，u_x，R_s，S_i，μ_i)、θ_lr(γ，u_x，R_s，S_i，μ_i)

θ_e(L_t，L_g，θ_w，u_x，R_s，S_i，μ_i)、θ_e(γ，u_x，R_s，S_i，μ_i)

the modeling structure of the model includes: theta_lrAnd theta_eIs a parameter R_s、μ_iIncremental subtraction function, θ_lrAnd theta_eAs the wheel slip ratio S_iIncreasing function of increment, by L_g、L_t、θ_w、R_s、u_xDetermining the coordinate positions of lane lines, surrounding vehicles, obstacles and the vehicle by the equal parameters, and determining the turning angle theta of a steering wheel_eVehicle steering angle theta_lrThe direction and magnitude of the desired control value. Three types of deviations of the vehicle and the wheel are defined. Deviation one: ideal steering angle theta for vehicle path planning and path tracking determined by central master controller_lrActual steering angle theta with wheel_e' deviation between e_θT(t) of (d). Actual steering angle theta of steering wheel in tire burst state_e' therein already contains a flat tire turning moment M_b' resulting flat steering angle. Deviation two, ideal steering angle theta of vehicle_lrWith the actual steering angle theta of the vehicle_lr' deviation between e_θlr(t); deviation three, ideal turning angle theta of steering wheel_eAngle of actual rotation theta of wheel_e' deviation between e_θ(t)：

e_θT(t)＝θ_le-θ_e′、e_θlr(t)＝θ_lr-θ_lr′、e_θ(t)＝θ_e-θ_e′

At theta_lr、θ_eAnd deviation e thereof _θT(t)、e_θlr(t)、e_θ(t) construction ofThe method comprises the following steps of modeling parameters, establishing a mathematical model of vehicle steering of the parameters, determining target control values of the vehicle and wheels for real-time steering based on the model, and realizing path tracking of the vehicle through real-time adjustment of steering wheel corners; ideal steering angle theta of vehicle_lrActual steering angle theta with wheel_e' deviation between e_θT(t) determining the slip angle and the side slip state of the steering wheel; setting dynamic control period H of steering wheel angle_θn，H_θnAt a vehicle speed u_xVehicle turning angle deviation e_θlr(t) is the equivalent model and algorithm determination of the main parameters. Theta_e、θ_lrThe main control parameters for lane planning and keeping and path tracking of the unmanned vehicle.

And thirdly, a drive-by-wire active steering controller. The controller is an active steering controller with high-speed fault-tolerant bus connection, high-performance CPU control and management. The controller adopts the redundancy design, sets up each and turns to the combination of wheel line accuse system, adopts front and back axletree or four-wheel drive-by-wire multiple control mode and structure that turns to independently: the system comprises an artificial intelligent central main control computer, a double or triple wire control steering control electric control unit, double or multiple software, and an independent combined structure of two or three groups of electric control units and an active steering motor. The controller is based on a dynamic system formed by a steering wheel, a steering motor, a steering device and a ground acting force, and forms a plurality of control function loops and feedback control loops of steer-by-wire, road surface state feedback and steering failure. The controller is provided with a steering wheel controller and a steer-by-wire failure sub-controller, and the steer-by-wire failure protection is realized by adopting the auxiliary steer failure control of the yaw moment generated by the differential braking of each wheel of the braking system. The steer-by-wire controller adopts an X-by-wire bus and exchanges information and data with the controller and the vehicle-mounted system through a vehicle-mounted data bus.

The first one is a tire burst active steering control and controller. The tyre burst steering controller uses the speed u_xVehicle steering angle theta_lrSteering wheel angle theta_eSteering wheel turning driving torque M_hFor controlling variables, vehicle speed, lane, path curvature or steering radius R determined on the basis of path tracking control of the central control unit_hVehicle and method of manufacturing the sameSteering angle theta_lrSteering wheel angle theta_eTarget control value according to the tyre burst active steering control mode and model and through the steering wheel rotation angle theta_eSteering wheel turning driving torque M_hA double-parameter coordination or coupling control algorithm for calculating theta under the condition of tire burst_eOr theta_lrThe target control value of (1). Setting dynamic control period H of steering wheel angle_θn，H_θnAt a vehicle speed u_xVehicle turning angle deviation e_θlr(t) is the equivalent model and algorithm determination of the main parameters. Ideal steering angle theta for vehicle path planning and path tracking by controller_lrActual steering angle theta with wheel_e' deviation between e_θT(t), ideal steering angle theta of vehicle_lrWith the actual steering angle theta of the vehicle_lr' deviation between e_θT(t) steering wheel Angle θ_eFor modeling parameters, the turning angle theta of the steering wheel in the period is determined under the condition of tire burst_eA control model of the target control value. Deviation value e based on previous cycle_θlr-1(t)、e_θT-1(t) and θ_eValue, according to the above-mentioned control model, determining the steering wheel theta of said period _eA target control value. Defining the ideal rotation angle theta of the steering wheel_eAngle of rotation theta with respect to the actual_e' deviation between e_θ(t), steering wheel angle θ_eBy closed-loop control, each control period H_θnWithin, by a deviation e_θ(t) the actual value of the steering wheel angle theta is set to be the control target value 0_e' always tracking theta_eThe target control value of (1).

Secondly, a controller for controlling the rotating driving torque of the tire burst steering wheel; adopting a drive-by-wire active steering control and controller; based on the regulation of the steering angle and the magnitude and direction of the torque of the steer-by-wire active steering control coordinate system, the steering wheel angle delta, that is, the vehicle steering angle theta_lrEstablishing two groups of steering wheel turning angles delta for left and right steering of the vehicle, namely vehicle turning angles theta on the left and right sides of the original point position_lrAnd a rotary drive torque M_hA separate coupling control system; at a turntable angle delta, i.e. a vehicle angle theta_lrThe origin of the electric drive device is the 0 point of the left turn or the right turn of the vehicle, and the electric control parameter of the controller to the electric drive device is current or/and electricityThe direction of the pressure and the direction of a rotating motor or a translation driving device of the electric driving device are electrically controlled and converted to adapt to the rotation angle theta_eWith rotary drive torque M_hCoupling or coordination control between; slewing drive moment M_hControl to steer the wheel angle theta _eThe ground rotary force M borne by the steering wheel_kFor modeling parameters, in theta_eAnd M_kFor the control variable of mutual coordination, the ground rotary force M borne by the steering wheel is adopted_kSteering wheel angle deviation e of flat tire vehicle_θ(t) rotational angular velocity

According to a steering system dynamic equation, establishing a steering wheel driving torque M of the unmanned vehicle_hOf determining M_hA target control value of the control; target control value theta according to steering angle of steering wheel of unmanned vehicle_e1With its actual value theta_e2Deviation e between_θ(t) Positive and negative determining steering wheel drive torque M_hThe direction of (a); defining the detection value M of the torque sensor_h' target control value M of drive torque for steering wheel rotation_hDeviation e between_m(t) open-loop or closed-loop control, during a steering control period H_yIn cycles, by torque deviation e_m(t) returning the actual value M of the steering wheel steering driving force_h' always track its target control value M_hAt any turning angle position of the vehicle turning left or right, the ground turning moment M borne by the steering wheel_kAnd steering wheel return drive torque M_hBy a driving torque M_hAnd steering wheel angle theta_eActive or adaptive combined regulation for controlling steering wheel angle theta_eLet theta_eActual value theta_e2Always tracking its target control value theta _e1(ii) a The driving device comprises a motor or a translation device, and at the position of a 0 corner of the steering wheel, the steering wheel rotates to drive the torque controller to perform one-time conversion on the directions of electric control parameters of left and right steering; i.e. left-and right-turn vehicles, at the 0 position of the turning angle to the driving torque M_hThe direction of the electric control parameter is converted once, and the electric control parameter current and electricity are generated when the electric control parameter is turned left and rightThe pressing direction is opposite; in the control of left and right turning of the vehicle, the steering drive system forms the vehicle turning angle theta of the left and right turning of the vehicle according to the regulation of the coordinates_lrAnd a driving torque M_hTwo mutually coordinated independent coupling control systems; when the tyre is burst, the steering wheel is turned at the angle theta_e0 and any steering position, the steering wheel angle theta occurs_eFlat tire deflection of (a); steering wheel corner deviation e of wire-controlled active steering controller for tire burst_θ(t) value immediately, determining the tire burst turning moment M_b' and the ground revolving moment M borne by the steering wheel_kAnd determines the steering wheel angle theta_eAnd a driving torque M_hThe control direction of (3); torsion sensor arranged between driving shaft and wheel and rotating moment M in case of tire burst_b' producing instant and timely detecting steering wheel rotary driving moment M_h2(ii) a Steering wheel rotary driving torque controller based on M _h2And its target control value M_h1Deviation e_m(t) mathematical model in steering control period H_θnIn the cycle, the steering wheel rotation driving force M is adjusted_hWhereby the steered wheel angle theta is made_eActual value of (theta)_e2Track its target control value, eliminate or compensate tyre-burst rotary moment M_b' deviation of a steering wheel and a vehicle running direction caused by impact, and stability control of a turning force of a flat tire vehicle is realized.

Thirdly, path planning, path tracking and safe parking of the flat tire vehicle

a. And setting a vehicle networking controller. The wireless digital transmission module arranged on the vehicle networking controller sends the position of the vehicle, the tire burst state and the driving control state to a passing vehicle networking network through a global satellite positioning system and a mobile communication system, and acquires information inquiry requirements such as addressing of the parking position of the tire burst vehicle, planning of a path reaching the parking position and the like through the vehicle networking network. b. An artificial intelligence view processing analyzer is provided. When the vehicle is running, the processing analyzer classifies the captured images of the surrounding road traffic and environment according to categories, stores the typical images, replaces the captured images according to a certain period and grade, and judges the typical images needing to be stored. Based on artificial intelligence, typical images stored in a main control computer, including various classified images of an emergency parking lane of a highway, an exit of a ramp and parking spaces at the side of the highway, are summarized and summarized to obtain typical image characteristics and abstract basic characteristics. In the tire burst control, a tire burst controller selects a site according to the parking of a vehicle, adopts a machine vision recognition mode or a networking search mode with a vehicle network, processes and analyzes images of a road and the surrounding environment shot in real time by the machine vision, compares the images with classified typical images of parking positions stored in a main control computer according to the image characteristics and abstract characteristics, and determines the safe parking positions of an emergency parking lane, a ramp exit, a highway side and the like of a highway through analysis and judgment. And the flat tire vehicle travels to a planned parking position according to the parking route.

Anti-collision control and controller for vehicle with burst tires of unmanned vehicle

And controlling modes based on the anti-collision, braking, driving and stability of the vehicle with the flat tire. The controller is provided with a machine vision, distance measurement, communication, navigation, positioning controller and a control module, the position of the vehicle, the position coordinates between the vehicle and the front, rear, left and right vehicles and the barriers are determined in real time, the distances and the relative speeds between the vehicle and the front, rear, left and right vehicles and the barriers are calculated on the basis, time zones are controlled according to the distances among the vehicles with multiple levels of safety, danger, prohibition and collision, the collision avoidance of the vehicle with the front, rear, left and right vehicles and the barriers, the stable state of the vehicle with wheels and the deceleration control of the vehicle are realized through A, B, C, D braking control logic combination, periodic Hh circulation, braking and driving control conversion and active steering coordination control, and path tracking is carried out according to a circuit planned by the controller until the safe parking position of the vehicle with the burst tires is reached.

Fifth, vehicle drive-by-wire active steering failure control and controller

The vehicle drive-by-wire active steering failure control adopts an integral failure control mode. For the vehicle with or without driver, when the steering is failed, the central main controller is set with a wire-controlled steering failure controller to process data according to the brake steering mode, model and algorithm of the wire-controlled steering failure control, and output signal to control the Hydraulic Brake Subsystem (HBS) and the electric control hydraulic brake rotor And the system (EHS) or an electrically controlled mechanical brake subsystem (EMS) assists to realize the steer-by-wire failure control through unbalanced differential braking of each wheel. The control of steer-by-wire failure adopts the differential braking of each wheel of the vehicle to generate additional yaw moment to carry out the auxiliary steering mode and structure of the vehicle, and a steering failure control signal i_zThe controller adopts four brake control types of control modes, models and algorithms based on a vehicle stability control system (VSC), a vehicle dynamics control system (VDC) or an electronic stability program system (ESP), such as wheel steady-state braking, wheel balance braking, vehicle steady-state (differential) braking, total braking force (A, B, C, D) control and the like, so as to control the deviation between the ideal and actual yaw rate and the centroid slip angle of the vehicle

e_β(t), ideal steering angle θ of vehicle_lrActual steering angle theta with wheel_e' deviation between e_θT(t) vehicle ideal steering Angle θ_lrWith the actual steering angle theta of the vehicle_lr' deviation between e_θlr(t) as the principal modeling parameter, and the vehicle speed u_xFor inputting the main parameters, use

And (4) logically combining. Determining a certain speed u according to a vehicle motion equation and a vehicle model with two degrees of freedom and multiple degrees of freedom_xOr steering wheel angle delta with ground adhesion coefficient mu _eYaw rate omega of vehicle_rThe ideal yaw speed omega of the vehicle is calculated by a relation model between the two_r1And centroid slip angle beta₁Actual yaw rate ω of vehicle_r2Measured in real time by a yaw rate sensor. Defining ideal and actual yaw rate deviations for a vehicle

Deviation e between ideal and actual centroid slip angles_β(t) in the presence of

e_β(t) isEstablishing a mathematical model of the main parameters, and determining the optimal steering additional yaw moment M generated under the differential braking of the wheels through an infinite time state observer designed by an LQR theory_uEstablishing the steering wheel angle theta of the steer-by-wire vehicle_eYaw moment M with vehicle_uBy which it is determined that the vehicle has reached the steered wheel angle theta_eRequired wheel differential braking yaw moment M_uThe target control value of (1). Under the working conditions of normal and tire burst, the optimal steering yaw moment M_uEach wheel of (1) distributes and adopts braking force Q_iAngular acceleration and deceleration

Negative angular velocity increment Δ ω_iSlip ratio S_iThe distribution and control form of the parameters are mainly limited to the stable region of the characteristic function curve of the wheel brake model. By braking control

And (4) performing steering failure control by the aid of the logic combination periodic circulation. The control of steer-by-wire failure is carried out under the condition of parallel operation of manual operation interface braking and wheel active differential braking

The braking force of the control B is determined by a function model of the braking force output by the manual operation interface, and when a wheel enters anti-lock control, the braking force of the control B is in a new braking period H_hIn the middle, the braking force Q controlled by the balance braking B of each wheel is reduced_iOr decrease Δ ω_i、S_iUntil B controls the distributed balance braking force Q of each wheel_iOr Δ ω_i、S_iIs 0. According to a threshold model, when the deviation is

(or and e)_β(t)) has an absolute value less than a set threshold value

At the time, adopt

Brake control logic combination when it is greater than

While adopting

Or

By a braking period H_hThe logic circulation of the control system realizes the integral failure control and stable deceleration control of the steer-by-wire.

Sixth, driverless vehicle steer-by-wire control subprogram or software

Based on the main programs of environment sensing, positioning navigation, path planning and control decision of a central main controller, compiling a tire burst active steering control subprogram according to a tire burst active steering control structure and flow, a control mode, a model and an algorithm; the subprogram adopts a structural design, sets related parameters, a corner and torque direction judgment module, and sets a vehicle steering angle and a steering wheel corner theta_eAnd the turning wheel rotary driving turning moment M_hAnd coordinating a control program module. Or a control program module for preventing collision, braking, driving and stability control and steer-by-wire failure of the flat-tire vehicle is arranged.

4. Drive control and controller for tire burst

The method adopts a corresponding tire burst driving control mode and a corresponding tire burst driving control model; setting a tire burst control drive entry condition: tire burst control signal i_aAfter the vehicle arrives, a person or an unmanned vehicle with an auxiliary driving operation interface is present, and a driving controller of the vehicle with tyre burst controls a characteristic function W according to the vehicle acceleration control intention of the driver_iDetermining the requirement of tire burst driving control or the driving requirement of unmanned vehicles for avoiding, preventing collision and tracking a tire burst parking path according to the environment, starting the tire burst driving control and sending a driving control entering signal. Based on the flat tire condition and the vehicle stability control condition,simultaneously establishing a tire burst driving and tire burst braking and driving and steering coordination control mode, a model and an algorithm to determine the acceleration of the vehicle

Vehicle speed u_xAnd entering vehicle driving and vehicle secondary stability coordination control.

Drive control and controller for tire burst vehicle

i. And controlling tire burst driving of the manned vehicle or the unmanned vehicle provided with a manual auxiliary operation interface. The method introduces a characteristic function W of the acceleration and deceleration control intention of a driver to a vehicle during the tire burst control period_i(W_ai、W_bi) Acceleration-deceleration characteristic function W_i. A tyre burst driving controller for adaptively controlling the exit and re-entry conditions and models according to the tyre burst driving and according to the characteristic function W of the driver's control intention _iAnd entering or exiting the tire burst control. Controller to drive pedal stroke h_iAnd rate of change thereof

And establishing an adaptive control model, a control logic and a conditionally defined control logic sequence for modeling parameters based on the division of the first, second and multiple strokes of the driving pedal and the forward and reverse strokes. The control model includes: and (3) a logical threshold model of active exit and automatic re-entry of the tire burst brake control and engine drive control is set, a threshold logical threshold value is set, and a control logic is formulated. Tire burst control entry signal i_aWhen the vehicle control is in the stroke of the driving pedal, the driving device of the engine or the electric automobile stops the vehicle driving output no matter what position the driving pedal is in. During a positive stroke of two or more strokes of the drive pedal, when the characteristic function W_iAnd when the determined value reaches a set threshold value, the tire burst braking control is actively exited, and the drive control with conditional limitation is entered. Characteristic function W in return stroke of two or more strokes of the drive pedal_iAnd when the determined value reaches a set threshold value, the driving control quits, and the tire burst braking control actively returns. Characteristic function W_iTo drive the pedal stroke h_iAnd derivatives thereof

For modeling parameters, a parameter h is established according to the division of the first, second and multiple strokes of the driving pedal _i、

The positive and negative strokes of the moving object. So-called h_i、

The positive and negative stroke asymmetrical functions of the parameters are as follows: parameter h_i、

The parameters and modeling structures adopted by the function models established by the forward stroke and the backward stroke are not completely the same, and the variable or parameter h of the function models is_iAt the same value-taking point of the function W_iAre completely different or not completely the same. The tire burst driving control is not started by one stroke of the driving pedal: in the positive stroke of two or more strokes of the drive pedal, at variable h_iAt any point of taking the value, the positive stroke W_b1Is less than the function value W of the reverse stroke_b2. Travel h of drive pedal_iPositive and negative (±) of (a) respectively represent the driver's will to accelerate or decelerate the vehicle. Driving the self-adaptive exit and entry of the flat tire brake control under the pedal operation interface: by using W_aiFor a model of the logical threshold for two, three or more strokes of a parameter, a decreasing set c of the logical threshold values for positive and negative strokes of each pedal is set_haiAnd c_hbi，c_haiComprising c_ha2、c_ha3……c_han，c_hbiComprising c_hb2、c_hb3……c_hbn. During two or more positive strokes of the drive pedal, W_aiReach the threshold value c_haiMeanwhile, the tire burst braking control is actively withdrawn, and the tire burst driving control is actively entered. In two or more reverse strokes when W_biReach the threshold value c_hbiWhen the tire is burst, the tire is actively driven to be actively withdrawn, and when the pedal is driven to have a stroke h _iWhen 0, the tire is blown outThe braking control is actively resumed. In the control of tyre burst of one, two or more strokes of driving pedal, throttle valve of engine, fuel injection or electric vehicle driving device are used to drive pedal stroke h_iThe vehicle tire burst driving control is a parameter control model and is realized. Definition of the first, second and multiple strokes of the driving pedal: signal for tire burst entry i_aWhen the vehicle comes, the forward and reverse strokes of the driving pedal at any stroke position or starting from the zero position are called primary strokes, the forward and reverse strokes of the driving pedal restarted after the primary stroke returns to the zero position are called secondary strokes, and the strokes of the driving pedal after the secondary strokes are called multiple strokes. The automatic restarting signals of the tire burst control after the tire burst control enters and the human-computer alternating current mode exits are i_aEntry signal for controlling tire burst i_aExit signal i_eFor signals independent of each other, i_a、i_eThe signal can be represented by high and low levels of a flat tire signal or a specific logic symbol code, including numbers, numbers and codes. When the tyre burst brake control actively carried out by the driving pedal operation interface is quitted or returned, the electric control unit outputs a brake control quitting signal i of man-machine communication_kOr tire burst brake control re-returning signal i_a。

ii. Drive control of an unmanned vehicle. Acceleration of vehicle with flat tire pressed by central master controller of unmanned vehicle

Vehicle speed u_xRequest for control and path tracking, determining vehicle driving force Q_pComprehensive angular acceleration of wheel

Or the combined drive slip ratio S_pIn the form of parameters of (1). Adopting an equivalent model of the mutual relation between two parameters to convert Q_p、

Or S_pConversion of parameters into opening D of throttle valve of fuel engine_jFuel injection quantity Q_jControlling quantity, or converting it into current and voltage of electric vehicle electric drive. The conversion of each control parameter is determined by the relevant data of the field test.

And iii, driving self-adaptive control when the tire is burst. The control or controllers being actuated by a characteristic parameter gamma for a burst and by a burst

Q_p、

S_pOne or more of the parameters are modeling parameters, and a target control value Q of the parameters is established_pk、

S_pkThe adaptive control model of (2): q_pkWith gamma, Q_pFor the mathematical model determination of the parameters,

is prepared from gamma,

For mathematical model determination of the parameters, S_pkBy gamma, S_pIs determined by a mathematical model of the parameters, wherein gamma is a characteristic parameter of the flat tire.

Q_pk＝f(γ，Q_p)、

S_pk＝f(γ，S_p)

Gamma from crashproof time zone t_aiYaw rate deviation of vehicle

Deviation of centroid slip angle e_β(t) or equivalent relative angular velocity deviation e (ω) of two wheels of a pair of flat-tire vehicle_e) And angular acceleration deviation

Deviation is determined for the mathematical model of the modeling parameters:

or

Q_pk、

S_pkThe modeling structure of the model is as follows: q _pk、

S_pkAs a decreasing function of the gamma increment. Determining Q by the mathematical model_p、

S_pA target control value for one of the parameters. The modeling structure of the gamma model is as follows: gamma is t_aiAn increasing function of the decrement, γ being

e_β(t)、e(ω_e)，

) An increasing function of absolute value increments. When the vehicle enters into the danger of collision of front, front left and front right vehicles or the forbidden time zone t_aiAnd the vehicle drive is released. Dangerous time zone t when the vehicle quits and collides with the front vehicle_aiAnd performing driving control on the tire to be blown back again.

iv, control variable Q_pk、

S_pkOne for each round of distribution. Q_pk、

S_pkA driving wheel or a driving shaft wheel set two wheels distributed to the non-flat tire wheel or a non-flat tire wheel distributed to the flat tire driving wheel set. Wheel and wheel of driving force distributionThe secondary, including a steering wheel set or wheel. The tire burst driving control of the vehicle is realized by arranging a driving shaft and a non-driving shaft. The driving axle wheel is punctured, the driving force is distributed to the wheel pair, and under the action of the steering axle differential, the two wheels of the wheel pair obtain the tire force with equal driving force. When the flat wheel of the steering shaft wheel pair drives to skid, namely the flat wheel

S_pk1Larger than non-flat tyre wheel

S_pk2The driving force supplied from the drive axle fails to reach the target control value Q_pk、

S_pkThe flat tire of the wheel pair can be braked to drive the left and right wheels of the axle

And

or S_pk1And S_pk2Are equal. Establishing a vehicle driving and steering coordination model, and determining an additional rotation angle theta of a vehicle steering wheel through the model_pThe device can compensate the insufficient or over-steering of the vehicle caused by the braking force applied by the flat tire, and balance the instability of the vehicle caused by braking. The non-driving axle wheel is flat, and the driving force is distributed to the driving axle wheel pair. A four-wheel drive vehicle is provided with a front driving shaft and a rear driving shaft, the wheel of one driving shaft is flat, and the driving force is distributed to the wheel pair of a non-flat driving shaft for two wheels. And secondly, controlling the tire burst driving of the electric automobile and the fuel engine vehicle. When two driving shafts are arranged or four wheels are independently driven, the non-tyre-burst wheel pair applies driving force to the two wheels. Meanwhile, the driving power can be applied to the non-flat tire wheel of the flat tire wheel pair, and the driving force of the wheel pair generates unbalanced yaw moment M to the mass center of the vehicle_u1Applying differential driving force to vehicle mass center by two wheels of non-tyre-explosion wheel pairResulting unbalanced yaw moment M_u2It compensates for, M_u1And M_u2The vector sum of (1) is 0, and the sum of the yaw moments of the driving force of each wheel to the mass center of the vehicle is 0, so that the balanced driving of the whole vehicle is realized.

② control of driving stability of flat tire vehicle

And adopting a tyre-burst vehicle driving and braking stability coordinated control mode or a vehicle active driving steering balance control mode.

i. In the driving control of the tire burst vehicle, the logic combination of the vehicle braking stability C control and the wheel braking steady state A control is adopted

C or A, forming an additional yaw moment M to the center of mass of the vehicle according to the longitudinal tire force generated by the differential braking or the differential driving of each wheel of the vehicle in the cyclic cycle of the logic combination control_uBy M_uBalance vehicle tyre burst yaw moment M_u', generation of yaw moment M by unbalanced drive_pOr and a steering braking yaw moment M_nCompensating by M_u′、M_nOr and M_pResulting in under or over steering of the vehicle, control of vehicle tire burst and dual instability from its control.

ii. For the actively-steered vehicle, a combined control mode of vehicle braking stability control and vehicle active steering balance control is adopted. Steering wheel angle theta determined based on steering wheel or unmanned vehicle_eaApplying an additional steering angle theta to the active steering system AFS actuator independent of driver operation or unmanned vehicle determination_ebWithin the critical vehicle speed range of the vehicle steady state control, the speed is controlled by theta_ebThe resulting yaw moment compensates the yaw moment M of the unbalanced drive_p' Or and steering brake yaw moment M_nBalancing the understeer or oversteer of the vehicle. The joint control is particularly suitable for a vehicle in which one drive shaft and one steering shaft are provided, and the drive shaft is the steering shaft. In the control of the driving stability of the vehicle, based on the friction ellipse theoretical model of the wheel driving, the longitudinal and transverse sliding according to the steering and driving of the wheel The movement rate or the distribution model of the wheel longitudinal slip rate and the steering wheel side deviation angle is determined to realize the additional yaw moment M generated by the differential braking or driving of each wheel_uAdditional angle of rotation theta with vehicle_ebThe allocation of (c).

③ flat tire drive control subprogram or software

And programming a tire burst drive control program or software based on the tire burst drive control structure and flow, the control mode model and the algorithm. The program adopts a structural design, and the wheel drive control subprogram mainly comprises: the system comprises a tire burst braking and driving control mode conversion module, a self-adaptive driving control module for tire burst of a manned vehicle, a driving control module for tire burst of an unmanned vehicle and a driving stability control module for tire burst of the unmanned vehicle.

5. Lift suspension control

Lift suspension control and controller

The method is characterized in that the lift force suspension control is based on a vehicle-mounted passive, semi-active or active suspension system, adopts modern control theory corresponding algorithms such as skyhook damping, PID, optimal, self-adaptive, neural network, sliding mode variable structure or fuzzy and the like, establishes a suspension normal and tire burst working condition coordinated control mode, model and algorithm, and determines the rigidity G of a suspension elastic element _vVibration damping B of vibration absorber_vAnd height S of suspension stroke position_vA target control value; tire burst control entry signal i_aWhen arriving, according to the main and auxiliary threshold models, making secondary judgment of suspension starting, the secondary judgment is established, the controller outputs secondary starting signal i for controlling the entering of suspension tyre burst_vaBy a secondary start signal i_vaAnd an exit signal i_veThe conversion between the normal suspension and the control mode of the tire burst working condition is realized;

suspension lift (stroke) controller

i. Suspension lift control entry and exit. The controller is arranged to burst tyre pressure p_r(p_ra、p_re) Or effectively rolling half-diameter R_iLateral acceleration of vehicle

Setting a threshold value a for the threshold model of the parameter_v(a_v1、a_v2). Tire burst control entry signal i_aWhen coming, according to a logic threshold model, when p_raOr R_iUp to the main threshold a_v1、

Value up to sub-threshold a_v2Or is or

Up to the main threshold a_v2、p_reThreshold a of threshold of the order of_v1Or p_ra、

One of which reaches a corresponding threshold value a_v1、a_v2When the vehicle enters the tire burst suspension control, an electric control unit arranged on the controller sends out a suspension tire burst control entering signal i_va. Otherwise, outputting a tire burst control exit signal i_veAnd exiting the tire burst suspension control. a is_v2Setting a threshold for vehicle rollover, a_v2Wheel half-wheelbase L of axle_v1Axle half-distance L between front axle and rear axle _v2Height h of vehicle mass center_kVehicle flat tire side inclination angle gamma_dFor the mathematical determination of the parameters:

wherein K is a coefficient equal to or greater than 2. When the vehicle enters a real or inflection point tire burst control period, the threshold value a is adjusted by adjusting the value of the coefficient K_v2The value is obtained.

ii. And a controller. Controller with suspension stroke S_vDamping resistance B_vSuspension stiffness G_vFor control variables, G is established_v、B_vAnd S_vThe coordination control mode, the model,determining a burst wheel control variable G_v、B_v、S_vAnd target control values, and calculating the amplitude and frequency of the suspension in the vertical direction of the vehicle body.

First, in G_v、B_vAnd S_vIn a coordinated control mode, the controller adjusts the device input pressure p with the suspension travel_vAnd/or the flow rate Q_vLoad N_ziDamping coefficient k of liquid flow between working cylinders of shock absorber_jOr throttle opening, fluid viscosity v_ySuspension displacement S_vSpeed of rack displacement

Acceleration of a vehicle

Or the flow rate and acceleration of the fluid flowing through the throttle valve, the spring constant k of the suspension spring_xFor the main parameter, a control variable S is established_v、B_v、G_vThe mathematical model of (2):

S_v＝f(p_v，N_zi，G_v)、S_v＝S_v1+S_v2+S_v3

G_v＝f(k_x，p_v) Or G_v＝f(k_xb，h_v)

In the formula S_v1Suspension static height parameter, S_v2Adjusting the position height parameter for normal operation_v3Position height adjustment parameter, k, of a burst suspension_xIs the elastic coefficient of a helical spring, h_vIs the elastic deformation length of the spiral spring. The pneumatic-hydraulic spring suspension adopts pneumatic and hydraulic power sources and servo pressure regulating devices, and the regulating value S _v3Effective rolling radius R of flat tire wheel_iOr tire pressure p_raDetermining for the functional model of the parameter:

S_v3＝f(R_i)、R_i＝f(p_ra)

when the air and hydraulic lifting force devices are adopted to adjust the stroke position of the suspension, the input pressure p of the air bag and the hydraulic cylinder of the adjusting device is established_vOr/and flow rate Q_vIndependent suspension stroke position height S_vAnd a load N_ziRelation model between isoparametric:

N_zk＝f(S_v，p_v，Q_v)

height S of each wheel suspension_vIs converted into the regulating-device input pressure p_vOr/and flow rate Q_vValue of N in the formula_zkThe dynamic load of the tire burst wheel is obtained. N is a radical of_zkIs the load N of the wheel under normal working conditions_ziLoad variation value delta N with a tire burst wheel_ziAnd (3) the sum:

N_zk＝N_zi+ΔN_zi

load variation Δ N_ziWith effective rolling radius R of wheel_i(or tire pressure) and Δ N_ziThe equivalent function model between:

ΔN_zi＝f(R_i) Or Δ N_zi＝f(p_ra)

For simplifying calculation, the tyre burst load variation value delta N is determined by adopting experiments_ziWith the tyre pressure p_raDetermining the load N of each wheel in a flat tire condition_ziAnd its variation value DeltaN_zi. Setting load N under normal working condition of wheel_z0In dynamic test, the decreasing tire pressure delta p of train is detected_raOr effective rolling radius Δ R_iLower load variation value Δ N_ziEstablishing a parameter Δ p_raOr Δ R_iAnd Δ N_ziStored in the electronic control unit, with a delta p in the burst control _raOr Δ R_iDetermining Δ N for input parameters_ziValue of (A) as S_vThe calculated parameter value of (2). Defining measured values S of height of suspension position_v' with the target control value S_vDeviation e of_v(t) by deviation e_vAnd (t) feedback control, namely adjusting the position height of the tire burst wheel or the suspension of each wheel, and keeping the balance of the vehicle body of the tire burst vehicle and the load balance distribution of each wheel through suspension lift adjustment.

Second, suspension stroke S_vDamping resistance B_vStiffness G_vA coordinating controller. Establishing control variables G_v、B_v、S_vThe coordination control model of (1):

S_v(G_v，B_v)

suspension stroke S_vWhen adjusting, set

The control value of (a) is set,

damping B with control value suitable for suspension hydraulic shock absorber_vAnd (5) controlling. For suspension with magneto rheological absorber, damping B_vAdjusted to the lowest constant value. Combining a hydraulic damper in a pneumatic-hydraulic spring suspension, at suspension stroke S_v(or damping piston), speed

Acceleration of a vehicle

Under certain conditions, B of the hydraulic shock absorber_vThe opening degree of a vibration damping valve communicated with each vibration damping hydraulic cylinder and the viscosity of the vibration damping liquid are determined. The damping resistance B is realized by combining a magneto-rheological body shock absorber in the pneumatic-hydraulic spring suspension and adjusting the viscosity of an electric control magneto-rheological body under the condition that the opening degree of a damping valve is fixed_vAnd (4) adjusting.

② tyre burst suspension control program or software

Based on a tire burst suspension lift control structure and process, a control mode, a model and an algorithm, a tire burst suspension lift control subprogram is compiled, the subprogram adopts a structural design, the control secondary entry of a vehicle tire burst wheel suspension is set, the control mode of tire burst and non-tire burst is switched, and the wheel suspension stroke S_vControl, wheel suspension G_v、B_v、S_vControl coordination, suspension travel adjustment device (input pressure p)_vOr/and flow rate Q_v) And a servo control program module.

6. Burst control scheme and effect

Compared with the prior art, the method has the following technical characteristics and advantages. The method adopts a novel automobile tire burst control concept and technical scheme, and covers manned and unmanned vehicles, chemical energy or electric vehicles. The main key technology in the control of the flat tire. The technology mainly comprises the control of tyre burst 'double instability', defines and establishes the tyre burst judgment of the detected tyre pressure, the characteristic tyre pressure and the state tyre pressure, controls the singular points, the anti-collision control time zone and the logic circulation of each control period based on each state point of tyre burst, the real tyre burst point and the tyre burst inflection point of the control process, enables the tyre burst control to be adaptive to the tyre burst state process, and realizes the staged and time-differentiated tyre burst control of the vehicle wheel. The method adopts a mechanism for controlling the entering and exiting of the flat tire, and the mode conversion between the normal and flat tire working conditions, and establishes the active control mode of the flat tire of the vehicle wheel, the state control mode and the man-machine communication self-adaptive control mode. The method is provided with a tire burst master control, an engine brake, a throttle opening or/and fuel injection, a steering wheel rotating force, active steering or/and lift force suspension controller, and sets a corresponding controller and a corresponding control module based on the type and structure of the controller. The vehicle braking, driving, steering wheel rotating force and suspension frame adjustment are coordinated through the vehicle-mounted data bus and the X-by-wire novel special data bus, and the tire burst control of the normal and tire burst working condition and the real or non-real tire burst process is realized. The tire burst control method is novel in concept and mature in technical scheme, breaks through important technical barriers that wheels and vehicles are seriously unstable, the tire burst extreme state is difficult to control and the like under the condition that the tire burst process state, the tire burst wheel motion state and the vehicle running posture are changed sharply, and solves the major problem which puzzles the safety of the automobile in a tire burst mode for a long time.

Drawings

FIG. 1 is a control method, structure and flow chart for automobile tire burst

Detailed Description

1) And a control mode, a structure and a flow for automobile tire burst. See fig. 1.

The tire burst main controller (for short, main controller) 5 takes a vehicle state parameter signal 1 of a wheel, vehicle state parameters of front and rear vehicles or parameter signals 2 of unmanned vehicles for environment perception, road path planning and the like, a vehicle tire burst control parameter signal 3, a vehicle braking, driving and steering manual operation interface output parameter signal 4 and a tire burst manual keying parameter signal 16 as input parameter signals, carries out related parameter calculation according to a mode, a model and an algorithm adopted by tire burst control, determines tire burst mode judgment of state tire pressure and steering mechanics state, calculates a tire burst characteristic value, completes tire burst judgment, tire burst stage division, control and control mode conversion, and realizes manual operation control, active tire burst control and coordination control of all controllers. The tire burst main controller 5 performs tire burst determination according to the tire burst state, the tire burst definition, and the determination mode, and outputs a tire burst signal I6 when the tire burst determination is established. The tire burst signal I6 outputted from the main controller 5 is inputted to the control mode converter 8 via the data bus or directly, and the converter 8 performs the conversion between the normal and burst working conditions and the respective control and control modes. The vehicle wheel tire burst controller 7 obtains each parameter signal through a data bus, or directly from a related sensor or through the tire burst main controller 5, based on a vehicle-mounted system, each controller 7 enters independent parallel control or combined coordination control under the coordination of the main controller 5, and the system enters tire burst control inner circulation. In the internal circulation control, the engine throttle controller 9 or/and the fuel injection controller 10 closes the throttle or dynamically adjusts the throttle opening according to the throttle opening, the fuel injection control mode model and the algorithm, and terminates or dynamically adjusts the fuel injection of the fuel injection controller 10, and the throttle and

fuel injection controllers

9 and 10 jointly realize the engine drive control 22. The vehicle brake controller 11 adopts the wheel steady state, the balance brake, the vehicle steady state and the total braking force (A), (B), (C) and (D) control logic combination and the logic circulation of the control period according to the tire burst active brake and the front and rear vehicle anti-collision coordination control mode, the model and the algorithm, so as to realize the vehicle steady deceleration and the whole vehicle steady state control. The tire burst turning force controller is based on a power-assisted steering system, and realizes dual control of tire burst steering power assistance or resistance distance at any turning position of a steering wheel according to a tire burst steering wheel turning angle, steering power assistance moment or steering wheel torque control mode, a model and an algorithm. The active steering controller 13 applies an additional steering angle to balance with the flat tire steering angle according to the vehicle flat tire condition, the flat tire active steering control mode, the model and the algorithm. The steering wheel turning force controller 12 and the active steering controller 13 under normal conditions jointly realize the active steering control 23 of the flat tire vehicle. The suspension lift controller 14 adopts a suspension stroke, damping and suspension rigidity coordinated control mode, a model and an algorithm, reduces the vehicle body inclination after tire burst through suspension lift adjustment, balances the load of each wheel, and reduces the probability of tire burst rollover. The vehicle tire burst control parameter signal 3 is returned to the tire burst master controller 5 through a control feedback line. An engine brake controller 15 is arranged in the system, and the engine brake control is mainly suitable for the early stage of tire burst. The tire burst master controller 5 is specially provided with a tire burst manual keying controller, the controller outputs a parameter signal I6 and inputs the parameter signal into the tire burst master controller 5 through a control line, and the manual keying control logic covers the tire burst active control logic. And meanwhile, the tire burst active control is realized by means of three human-machine operation interfaces of vehicle braking, driving and steering control, and the human-machine communication self-adaptive control manual control logic conditionally covers the tire burst active control logic. Under normal working conditions, the vehicle-mounted controller acquires various parameter signals through the data bus 21, or directly from related sensors, or through the tire burst master controller 5 and the control mode converter 8, controls the corresponding braking, driving, steering and suspension executing devices 17 according to a normal working condition control and control mode, and realizes the control of external circulation of the vehicle-mounted system. Signals output by the tire burst master controller, the controllers and the vehicle-mounted system controller enter corresponding braking, driving, steering and suspension executing devices 17 through the control mode converter 8, and control internal circulation of the vehicle under the tire burst working condition is achieved.

2) The method comprises the steps of tire burst mode identification and tire burst judgment.

The vehicle tire burst mode identification and the tire burst judgment are based on the states of wheels, steering and the whole vehicle, and according to tire burst identification and three types of running state structures of non-braking, non-driving, driving and braking of the vehicle, the state structures are represented by positive and negative (-minus-) mathematical signs; by means of the state tire pressure p_re[x_b，x_d]The tire burst judging condition and the judging model of (1),and establishing a judgment logic, and performing tire burst mode identification and tire burst judgment.

The non-braking and non-driving state structure is characterized by positive and negative (-minus) representation of mathematical signs and establishes a judgment logic: during this state, the state tire pressure p_reAdopting an equivalent model and an algorithm: state tire pressure p_re1By yaw rate deviation of the vehicle

Deviation of centroid slip angle e_β(t), the inequivalent relative angular velocity deviation e (omega) of the left and right wheels of the wheel pair_k) Coefficient of ground friction mu_iWheel load N_ziAnd the steering wheel corner delta is a modeling parameter, and an equivalent mathematical model of the parameter is established:

λ_i＝f(μ_i、N_zi、δ)

the process braking force Q_i0, thereby making the nonequivalent relative angular velocity ω_kDeviation e (ω) of_k) Angular acceleration and deceleration

Deviation of (2)

The parameter has mu_i、N_zi、δ、Q_iEquivalent relative parameter deviation e (omega) with equal value or equivalent value_e)、

The role and nature of (c); in the usual case λ _iIt may be taken to be 0 or 1,

can be calculated from the non-equivalent relative slip ratio deviation e (S)_k) Substitution; based on state tire pressure p_re1And judging whether the tire burst is established or not by using the tire burst judgment threshold model, and comparing before,Rear axle nonequivalent relative angular velocity deviation e (ω)_k) The larger is a flat tire balance wheel set, and omega is a left wheel and a right wheel in the flat tire balance wheel set_iThe larger is a tire burst wheel; the wheels being in a free rolling condition, λ, when not braked or driven_iTo correct the coefficient, λ_iIn μ_i、N_ziDelta is determined by a parametric mathematical model, determined by lambda_iAfter the equivalent correction processing, the equivalent and nonequivalent relative angular velocity and angular acceleration and deceleration of the left and right wheels are basically equal;

② driving state structure (+): in the state process, the tire pressure p is in a state based on a non-driving shaft and a driving shaft wheel pair_reBy yaw rate deviation of the vehicle

Deviation of centroid slip angle e_β(t), the inequivalent or equivalent relative angular velocity deviation e (ω) of the left and right wheels of the wheel set_k) Coefficient of ground friction mu_iWheel load N_ziAnd modeling parameters of a steering wheel corner delta, and establishing an equivalent mathematical model of the parameters:

or

λ_i＝f(μ_i、N_zi、δ)

At left and right wheel load N_ziSmall variation, right and left wheel ground friction coefficient mu_iλ is equal and the steering wheel angle δ is small _iThe compensation factor may be 0 or 1; the non-equivalent relative angular velocity e (omega) is adopted by the left wheel and the right wheel of the non-driving shaft balance wheel pair_k) Angular acceleration and deceleration deviation

The left and right wheels of the driving shaft adopt equivalent relative angular velocity e (omega)_e) Angle and angleDeviation of deceleration

Coefficient of friction mu on the ground of left and right wheels_iDriving torque Q of left and right wheels of driving axle in equal state_uiEqual, e (ω)_e)、

And e (omega)_k)、

Equivalent or equivalent, λ_iIt may be 0 or 1, and has a coefficient of friction of mu in a split state_iIn the state of (2) using_iTo p_re2Performing compensation; based on state tire pressure p_re2Performing tire burst judgment by using the tire burst judgment threshold model; after the tire burst is judged to be established, the equivalent relative angular velocities omega of the left and right two wheels of the driving axle are compared_eThe non-driving axle compares the non-equivalent relative angular velocity omega_k(ii) a Omega in left and right two wheels of two-axle of vehicle_e、ω_kThe larger is a flat tire, and the balance wheel pair with the flat tire is a flat tire balance wheel pair; in the real tire burst and tire burst inflection point period, the vehicle driving is actually quitted under the condition that the vehicle does not enter the anti-collision driving;

③ a braking state structure (+); steering wheel rotation moment deviation with or without tyre burst in braking state structure

This parameter, when adopted

When in use,

Can deviate from the steering wheel torque by Delta M _cSteering torque deviation Δ M_aInterchanging; the braking state structure I, under the normal working condition braking state, the left and right wheel braking force of the front and rear two axles are equal, and the vehicle steady state control of differential braking of each wheel is not implemented, which indicates thatThe tire pressure p of the vehicle in normal working condition or in early stage of tire burst_reAdopt to

e(ω_k)，

e_β(t)，e(ω_e)，e(Q_k)、λ_iDetermining for the equivalent model of the parameters:

λ_i＝f(μ_i、N_zi、δ)

in the formula e (Q)_k) Balancing the nonequivalent relative braking force deviation of the two wheels of the wheel pair; at a small steering wheel angle delta and under a load N_iSmall variation, left and right wheel friction coefficient mu_iUnder equal or set equal conditions, λ_iMay be 0 or 1; coefficient of friction mu on split ground_iLarger steering wheel angle delta and load N_iUnder transfer conditions, λ_iFrom the left and right wheel mu_i、N_ziDetermining an equivalent correction model of the delta parameter; the braking forces of the left and right wheels of the front and rear axles are equal, and the non-equivalent angular velocity deviation e (omega) of the left and right wheels of the two axles_k) Acceleration and deceleration at non-equivalent angle

Practically equivalent to the braking force Q_iEquivalent relative angular velocity deviation e (ω) under equal conditions_e) Angular acceleration and deceleration deviation

Based on state tire pressure p_re3Adopting a tire burst judgment threshold model to judge the tire burst; when the tire burst is judged to be established, the front and rear two axles e (omega) are compared_e) The larger is a flat tire balance wheel set, and the smaller is a non-flat tire balance wheel set; in a flat tire balancing wheel set, pass e (ω) _k) Positive and negative sign determination ofTyre-burst wheels, or comparing equivalent angular velocities omega of two wheels_eThe larger of the absolute values is a tire burst wheel; and a second braking state structure, wherein the second braking state structure is a state that the flat tire vehicle enters the steady state control of the differential braking of the wheel, and in the second braking state, the tire pressure p in the second braking state structure is determined in two ways_re(ii) a The first method is as follows: state tire pressure p_re4Or determining the state tire pressure p based on' braking state one_re41I.e. p_re3＝p_re41And judging the tire burst according to the judgment result; the second method comprises the following steps: for the wheel braking force Q_iAngular velocity omega_iThe vehicle adopting the state tyre pressure p under the steady-state control condition of differential braking of each wheel as the control variable_re4Calculating; p is a radical of_reThe first algorithm of (1): based on the tyre burst judgment of the braking state I, the second wheel of the tyre burst balance wheel pair applies equal braking force, and the following state tyre pressure p is adopted_re41The calculation model of (2): equal braking force Q is adopted by left and right wheels of tire burst balance wheel pair_iWhen is set to E_nWherein one of the same parameters is Q_iSatisfy the tire burst balance wheel pair two-wheel braking force Q_iThe values are the same, and two rounds are considered as the effective rolling radius R_iTaking the same condition of equivalence, e (omega)_k) Is equivalent to e (ω)_e) (ii) a Differential braking is carried out on two wheels of a non-flat tire balance wheel pair by adopting the following p _re42The calculation model of (2): set E_nWherein the same parameter is Q_i、R_iParameter e (ω)_e)、

Satisfy each wheel Q simultaneously_i、R_iTaking the condition of equivalent equivalence; state tire pressure p_reAnd (3) algorithm II: the stable control of the unbalanced braking force of the differential braking is applied to the two wheels of the tire burst and non-tire burst balance wheel pair, and p is adopted_re43The computational model of (2); set of E_nWherein the same parameter is R_iParameter e (ω)_e)、

Should satisfy two-wheel braking force Q of balance wheel pair_iEffective rolling radius R_iValue taking and the likeThe condition of equal effect, the model can adopt the nonequivalent relative braking force deviation e (Q) of two wheels of the balance wheel set_k) Substituted e (Q)_e) By the parameter e (Q)_k) Compensating for yaw rate deviations of a vehicle

"abnormal variation" in the puncture characteristics in the puncture control;

λ_i＝f(μ_i、N_zi、δ)

in the formula of_iFrom the left and right wheel mu_i、N_ziDetermining an equivalent model of the delta parameter; in the above formulas

Can be reacted with e (S)_e) Interchanging; based on state tire pressure p_reAnd judging the tire burst by the value of the tire burst judgment threshold model; when the tire burst is judged to be established, the front and rear two axles e (omega) are compared_e) The larger is a flat tire balance wheel set, and the smaller is a non-flat tire balance wheel set; in a flat tire balancing wheel set, pass e (ω)_k) Positive or negative signs of (a) determine a flat tire, or compare two wheels omega _eThe larger of the absolute values is a tire burst wheel; when the steering wheel angle delta is large, the ground friction coefficient mu is set_iEqual, through the vehicle steering wheel angle delta, vehicle speed u_xOr with the wheel slip angle alpha_iDetermining the turning radius of the vehicle according to the parameters, thereby determining the running distance deviation of the left wheel and the right wheel and the rotation angular speed deviation deltaω₁₂According to Δ ω₁₂Or and the left and right wheel load fluctuation amount DeltaN_z12To determine an equivalent correction parameter lambda_i(ii) a For simplified lambda_iNeglecting the load transfer of the two wheels of the front and rear axle wheel pair, and determining lambda through field test_iAnd delta, parameter u_xCorresponding function relation, compiling function relation value chart, storing the value chart in the electric control unit, and controlling braking by delta and u_x、μ_iFor finding, calling lambda for main parameters_iValue of (a) for front and rear axle left and right wheel equivalent parameters and state tire pressure p_reAnd (4) determining.

3) A tire burst steering angle torque direction determination mode; based on the steering wheel angle delta and the torque M_COrigin of the steering wheel, steering wheel angle δ, steering wheel torque M_CDirection of (1) and M_CIncrement and decrement Δ M_CPositive (+) negative (-) and flat tire cornering moment M_b' Direction and steering Assist Torque M_aThe positive (+) and negative (-) directions of the directions are provided for establishing a tire burst turning moment M 'when a steering wheel turns right or turns right' _bSteering assist torque M_aA judgment logic of positive (+) and negative (-) which is represented by a logic diagram of a "turning angle torque direction judgment mode" and determines the flat tire turning moment M based on the logic diagram of the judgment logic_b' and steering assist torque M_aDirection;

steering angle torque direction determination mode: corner delta right-hand logic diagram

δ	M_cRotating direction (Right)	ΔM_c	M′_b	M_a
					+	+	+ or 0	0	0
-	- (turn by)	-or 0	0	0
					-	+	-or 0	0	0
+	-	+	+	-
					+	- (turn by)	+	+	-
-	- (turn by)	+ or 0	0	0
					-	+	+	-	+

Steering angle torque direction determination mode: the delta left-hand logic diagram is omitted. Based on steering wheel angle delta and torque M_CThe origin of (1) is defined such that the positive (+) - (-) and negative (-) of the steering wheel torque or the torque measured by the sensor when the steering wheel angle δ is left-handed or the steered wheel is left-handed are opposite to the positive (+) and negative (-) of the steering wheel angle δ is right-handed or the steered wheel is right-handed. According to the positive (+) negative (-) regulation of the steering wheel angle delta at the left rotation, the tire burst rotary moment M 'of the steering wheel angle delta at the left rotation can be established'_bSteering assist torque M_aThe direction determination logic and the direction determination logic chart have the same parameters, structures, determination processes and modes as those of the steering wheel angle δ right-handed rotation or the steering wheel right-handed rotation except that the steering wheel angle δ left-handed rotation is different in positive (+) negative (-) specification.

And a steering angle direction determination mode. Based on the steering wheel angle delta torque M_CThe origin of the steering wheel angle delta, the left-right rotation of the steering wheel or the left-right rotation of the steering wheel, the positive (+) negative (-) of the absolute angle delta measured by two sensors arranged at two ends of a torsion bar of a steering system to a non-rotating reference system, the positive (+) negative (-) of the angle difference, and the flat tire revolution moment M_b' Direction and steering assist moment M_aThe positive (+), negative (-) of the direction is defined, and the positive (+) and negative (-) of the rotation angle difference delta measured by the two sensors are determined, and the positive (+) and negative (-) of the rotation angle difference delta shows the steering wheel torque M_CPositive (+) negative (-) of the rotation direction, establishes a tire burst rotary moment M 'when a steering wheel corner delta turns right or a steering wheel turns right'_bSteering assist torque M_aThe judgment logic of positive (+) negative (-) direction can be from the bottomThe logic diagram of the "turning angle direction determination mode" shows that the tire burst turning moment M is determined based on the logic diagram of the direction determination logic_b' and steering assist torque M_aAnd (4) direction. Based on the detection and signals of two direction sensors arranged in a vehicle steering system, the steering wheel or steering wheel corner and torque direction, the tire burst turning torque direction and the tire burst steering assisting torque direction are judged according to a tire burst direction judgment mode of the corner by adopting two steering wheel corner absolute coordinate systems arranged in the vehicle steering system.

Turning angle direction determination mode: steering wheel right-hand logic diagram with positive difference delta

δ	Δδ	ΔM_c	M′_b	M_a
					+	+	+ or 0	0	0
-	- (turn by)	-or 0	0	0
					-	+	-or 0	0	0
+	-	+	+	-
					+	- (turn by)	+	+	-
-	- (turn by)	+ or 0	0	0
					-	+	+	-	+

Turning angle direction determination mode: the steering wheel left-hand logic diagram with the difference delta negative is slight. Based on steering wheel angle delta and torque M_CThe origin of (b) is defined such that the positive (+) minus (-) of the steering wheel torque (torque measured by the sensor) when the steering wheel angle δ is rotated left (or the steered wheel is rotated left) is opposite to the positive (+) minus (-) of the steering wheel angle δ is rotated right (or the steered wheel is rotated right). According to the positive (+) negative (-) regulation of delta left turn, the steering wheel angle delta left turn can be establishedTemporary tire burst rotary moment M'_bSteering assist torque M_aThe direction judgment logic and the direction judgment logic chart adopt the same parameters, structures, judgment processes and modes as those adopted when the steering wheel angle delta rotates rightwards (or the steering wheel rotates rightwards), except that the steering wheel angle delta is different in positive (+) negative (-) regulations adopted when the steering wheel angle delta rotates leftwards.

③ in each meter, a tire burst rotary moment M'_bA value of 0 indicates a normal condition, and no tire burst. Through tire burst gyroscopic moment M'_bPositive (+) or negative (-) can determine whether there is a tire burst. Tire burst gyroscopic moment M' _bIs n (+) represents M'_bThe direction points to the direction of the steering wheel corner delta positive stroke, and the steering auxiliary moment M_aPointing to the 0 bit of δ. Tire burst gyroscopic moment M'_bIs negative (-) to M'_bThe direction points to the direction of the steering wheel corner delta return stroke, and the steering auxiliary moment M_aIs directed in the direction of the positive travel of δ. Wherein Δ M_cA value of 0 indicates a turning force M of the ground on the steering wheel_kIn force equilibrium with the steering wheel torque, and M_kThe rate of change of (2) is 0.

Fourthly, judging an indirect mode according to the tire burst direction. In the control of the flat tire cornering moment, the dynamic characteristics of the flat tire determination in the indirect mode are not satisfactory.

i. Tire burst gyroscopic moment M'_bThe direction of the tire is judged or a judgment mode of a tire burst position and a field test is adopted. Front axle wheel tyre burst, tyre burst rotary moment M_bThe direction of' points to the same directional side (left or right) of the punctured tire position. Similarly, for the tire burst of the rear axle wheel, the tire burst turning moment M borne by the steering wheel can be judged according to the position of the tire burst wheel, the steering wheel turning direction and the field test_bThe' direction.

ii. Tire burst gyroscopic moment M'_bOr a vehicle yaw determination mode is employed. After a vehicle has blown out, understeer of a left-turning vehicle and oversteer of a right-turning vehicle indicate a right front wheel blown out, and understeer of a right-turning vehicle and oversteer of a left-turning vehicle indicate a left front wheel blown out. According to the steering wheel angle delta direction The turning moment M of the flat tire of the steering wheel caused by flat tire of the rear wheel can be judged by the insufficient or over steering of the vehicle_bThe' direction.

4) The flat tire braking control of the method adopts the control of wheel steady state braking A, vehicle stability braking C, or balance braking B and total braking force D of each wheel, and the control of logical combination thereof. The A, B, C, D and its logic combination are compatible with vehicle stability control system (VSC), vehicle dynamics control system (VDC) or electronic stability program system (ESP) implementation control. Burst braking control at wheel angle deceleration

Slip ratio S_iVehicle deceleration

Braking force Q_iIn which one or more parameters are control variables, in a period H of their logical combination_hAnd tire burst braking control is realized in a cycle. A. In the braking control of C or D and the logical combination thereof, the braking C control takes precedence.

Firstly, controlling steady-state braking A of wheels; comprises steady-state brake control of a flat tire and anti-lock brake control of a non-flat tire; in the flat tire state, the flat tire wheel slip ratio S_iThe peak slip rate under the wheel brake anti-lock control under the normal working condition is not defined; tire burst control entry signal i_aOn arrival, brake A control is in accordance with its control variable

S_iBraking force Q _iOne parameter form is that the braking force of the tire burst wheel is stopped to be in a non-braking rolling state, or steady-state wheel braking A control is carried out on the tire burst wheel; in the control of the flat tire wheel braking A, a control mode that the braking force of the control A is gradually reduced step by step, equivalently or non-equivalently is implemented on the flat tire wheel; brake A controller at wheel angular velocity omega_iAngular acceleration and deceleration

Slip ratio S_iAs a modeling parameter, to

S_iFor controlling variables and control targets, by braking force Q_iEstablishing a mathematical model of parameters of the parameter for the parameter, determining a control structure and characteristics of the brake A control by adopting a certain algorithm, and obtaining a dynamic wheel steady-state braking force for each wheel with a tire burst or a tire non-burst under the control of the brake A; the brake A control model adopts a general analytic expression or converts the general analytic expression into a state space expression, a wheel dynamics system is expressed in a state equation form, and a proper control algorithm is determined by applying a modern control theory on the basis; flat tire braking control period H_hAccording to the movement state characteristics of the flat tire, the braking force Q of the flat tire is reduced step by step with equal or unequal quantity_i(ii) a Tyre burst braking force Q_iIs reduced by an equal or unequal, stepwise reduction of the control variable

S_iTarget control value of

S_kiIs achieved until

S_iTarget control value of

S_kiIs a set value or 0; tyre burst wheel in control process

S_iAround its target control value

S_kiFluctuating up and down to make the braking force Q_iStepwise, equally or unequally decreasing to 0, thereby indirectly regulating the braking force Q_i；

② vehicle stability brake C control

Additional yaw moment M of the vehicle controlled by the brake C_uBraking force Q controlled by wheel_iAngular deceleration

Or slip ratio S_iOne of the parameters is a direct or indirect distribution of the braking force of the respective wheel. Braking C controls an additional yaw moment M_uThe distribution of each round is expressed as: modes and models of control by brake C, based on additional yaw moment M_uAdditional yaw moment M for longitudinal differential braking of the wheels_urAdditional yaw moment M in conjunction with vehicle steering braking_nThe quantitative relation of the vector sum of (1), the positional relation of the tire burst wheel, the yaw control wheel and the non-yaw control wheel, the selection of the yaw control wheel and the yaw control wheel, and the determination of the additional yaw moment M under the straight-ahead and steering states of the vehicle_uEach wheel of (1) is allocated, and a yaw moment M is added_uNot assigned to a breaker wheel.

i. In the straight-ahead braking state of the vehicle, M_uIs equal to M_ur，M_urAdding a yaw moment to the longitudinal braking. In single-wheel or two-wheel dispensing models, M _uCan be assigned to any one of the yaw control wheels, M_uOr distributed according to a two-round coordination distribution model.

ii. In the steering braking state of the vehicle, M is used for the vehicle with the front axle as the steering shaft_urAnd M_nYaw control wheel load M_ziAnd slip ratio S_iSteering wheel angle delta or steering wheel angle theta_eFor modeling parameters, two yaw control wheels M are determined according to mathematical models of the parameters_uIs allocated, an additional yaw moment M_uTo two yaw control wheels or to an efficient yaw control wheel. The right front wheel of the first-turn and right-turn vehicles is blown out by M_uAnd M_ur、M_nAnd the loads N of the left front and left rear yaw control wheels_ziAnd the transfer amount of the load to the left front and rear wheels in the tire burst is DeltaN_ziSelecting the left front wheel as an efficient yaw control wheel,M_urand M_nSame direction under certain differential braking force M_uThe maximum value is taken. For the front left and rear left yaw control wheels, M is first determined_uBy a ratio of the braking slip of the left front wheel during braking steering_iAnd steering wheel angle theta_eFor modeling parameters, an allocation model of a left front yaw control wheel and a left rear yaw control wheel is established, and the left front yaw control wheel and the left rear yaw control wheel are matched through a two-wheel pair M_uWhile controlling the vehicle steering and the longitudinal slip ratio S of the front left steering wheel _iAnd the slip angle of the lateral slip. By M_urAnd M_nBalancing the flat-tire yaw moment M generated by flat tire of the right front wheel_u' to balance or eliminate oversteer of the vehicle. When the left front wheel of the second and right-turn vehicles is flat, press M_uAnd M_urAnd M_nVector model of (1), M_urAnd M_nSame direction M_uThe maximum value is obtained, and the right rear wheel is an efficiency yaw control wheel. Based on the load N of each wheel of the vehicle_ziAnd the transfer quantity delta N of the load to the right front wheel and the right rear wheel in the tire burst_ziAt the steering angle theta of the right front wheel_eLongitudinal slip ratio S of front right steering wheel_iSlip angle of lateral slip, longitudinal slip ratio S of right rear wheel_iLoad on each wheel N_ziFor modeling parameters, a distribution model of two yaw control wheels of the parameters is established, and based on the distribution model, the additional yaw moment M of the two yaw control wheels is realized_uWhile controlling the steering of the vehicle, the slip ratio S of the right front and right rear wheels_i。M_urAnd M_nBalance the flat-tire yaw moment M generated by flat tire of the left front wheel_u', and by M_urAnd M_nAnd their superposition together balance or eliminate understeer of a vehicle tire burst. Third, the right rear wheel of the right-turn vehicle is blown out according to M_uAnd M_urAnd M_nVector model of (1), M_urAnd M_nSame direction M_uAnd obtaining the maximum value, determining the left rear wheel as an efficiency yaw control wheel, and determining the left front wheel and the left rear wheel as yaw control wheels. Load N based on load of each wheel of vehicle _ziAnd the amount of load transfer Δ N to the left rear and left front wheels in a tire burst_ziAt a steering angle theta of the left front wheel_eLeft front steeringLongitudinal slip ratio S of wheel_iSlip angle of lateral slip, longitudinal slip ratio S of left rear wheel_iLoad on each wheel N_ziFor modeling parameters, a model of the distribution of the two yaw control wheels of the parameters is established, and based on the model, M of the two yaw control wheels at the front left and the rear left is realized_uCoordinated allocation of (c). By means of a left front and a left rear pair of wheels M_uSimultaneously controlling the steering of the vehicle, the steering angle of the left front wheel and the slip ratio S of the left front wheel and the left rear wheel_i。M_urAnd M_nSuperposition and common balance flat tire yaw moment M generated by flat tire of left front wheel_u', by M_urAnd M_nAnd their additive effects together balance or eliminate the oversteer of the vehicle. Fourthly, the left rear wheel of the right-turning vehicle blows out according to M_uAnd M_urAnd M_nVector model of (1), M_urAnd M_nSame direction M_uThe maximum value is obtained, the right rear wheel is an efficiency yaw control wheel, and the right front and right rear wheels are yaw control wheels. In the control of tire burst, load N is applied to each wheel based on_ziAnd the amount of load transfer Δ N to the front right wheel and the rear right wheel_ziAt the steering angle theta of the right front wheel_eLongitudinal slip ratio S of right front steering wheel_iThe right front wheel steering transverse slip angle or slip angle, and the longitudinal slip ratio S of the right rear wheel _iFor modeling parameters, a model of the distribution of the two yaw control wheels of the parameters is established, by means of the two wheel pairs M_uControl the steering angle theta of the right front wheel_eAnd stable steering of the vehicle while controlling the slip ratio S of the right front and right rear wheels_i。M_urAnd M_nSuperposing and jointly balancing the flat tire yaw moment M generated by flat tire of the left and the rear wheels_u' while balancing or eliminating understeer of the vehicle. Similarly, the wheel selection, control principle, rules and methods for controlling the left turn vehicle with a flat tire are the same as those adopted for the right turn vehicle. In the above-described front, rear, left and right wheel blowout control, the parameter angular deceleration

Can be matched with the slip ratio S_iAnd (4) mutual substitution.

③ controlling the entering signal i during the tire burst_aReaching the initial point of the real tire burst period or/and the safety period of the control of vehicle collision avoidance, the braking A, C, B and D control can adopt B ← A ℃ or D ← B ℃ ^ C logic combination and periodic cycle; when B ← A ℃,. about.C, in real tyre-burst period, before, after or removing tyre-burst wheel braking force, its control combination is substituted by C

C control overlay

Controlling; the braking C controls the differential braking control variable of each wheel

S_cOr Q_cOf one of the parameter forms of (1), target control value thereof

S_ckOr Q_ckFrom the left wheel parameter Q of the wheelset _ck1、

Or S_ck1And right wheel parameter value Q_ck2、

Or S_ck2Determining the difference value between the left wheel and the right wheel of the wheel pair, determining the wheel with smaller value distributed to each control variable in the left wheel and the right wheel of the wheel pair according to the direction of the tire burst and the additional yaw moment, wherein the smaller value of the two control variables in the left wheel and the right wheel is usually 0;

S_ckor Q_ckThe allocation of (c) adopts the rules:

S_ckor Q_ckDistributing to non-flat tires in a non-flat tire wheel pair or a flat tire wheel pair; braking with each wheel pair C in each period after the start point of real tire burstAnd controlling the increase of the differential braking force, reducing or terminating the balance braking B control of each wheel in an implementation state, and entering the logical cycle of C control or Au C control by tire burst braking control.

Claims

1. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the method for controlling the safety and stability of the tire burst of the automobile is a method for controlling the stability of the driving direction, the posture, the lane keeping, the path tracking, the collision avoidance and the balance of the automobile body of a tire burst vehicle, and is a method for controlling the stable state of a tire burst wheel, the stable state of the steering of the automobile and the driving stability of the automobile, which are adaptive to the state process of the tire burst vehicle; under the condition that the tire burst judgment is established, the entering or/and exiting of the tire burst control adopts a qualitative condition, or/and a judgment mode, or/and a quantitative judgment model, and the determined value of the qualitative condition, or/and the judgment mode, or/and the quantitative judgment model is reached, so that the entering or exiting of the tire burst control is realized; based on the vehicle tire burst state process, the tire burst vehicle adopts a program or protocol control and control mode conversion mode: wherein, the program conversion: when the same electric control unit is adopted for tire burst and non-tire burst control of the vehicle, the electric control unit calls a control mode conversion subprogram to automatically realize tire burst control and mode conversion; when the tire burst and non-tire burst control of the vehicle adopt different electric control units, protocol conversion is adopted: according to a communication protocol, an electric control unit for tire burst and an electric control unit of a vehicle-mounted system automatically realize tire burst control and mode conversion under normal and tire burst working conditions; the control and mode conversion mainly comprises the entering or/and exiting of the flat tire control, the conversion of the flat tire control and the non-flat tire control mode, and the control and control mode conversion of the corresponding control parameters and types of the braking or/and steering in the control period and the logic cycle of the period; in the process of controlling the tire burst, an absolute or/and relative coordinate system of the vehicle is set, and a coordinate system is set Calibrating the related corner and the torque parameter direction in the coordinate system, establishing mathematical logic for judging the related corner or/and the torque direction, and judging the related corner and the torque parameter direction in the steering control of the flat tire vehicle; under normal and tire burst environments, the system adopts tire burst brake control with independent characteristics; additional yaw moment M mainly including control for restoring stability of flat-tire vehicle_uAt a particular flat tire braking control variable wheel angle deceleration

Or slip ratio S_iAnd/or the braking force Q_iThe braking force of each wheel is distributed through deceleration

Slip ratio S_iThe represented state characteristic of the wheels changes, the braking force of each wheel is indirectly or directly adjusted, and the response characteristic of vehicle tire burst control to a brake control device is improved; in a set period or a dynamic tire burst braking control period H_hIn the control period H, one of the control modes or types of the wheel brake steady state A control, the vehicle brake steady state C control, the balance brake B control of each wheel and the total braking force D control or one of the logic combinations of the control modes or the logic combinations is adopted_hIn the logic cycle of (2), the tire burst braking control which is adaptive to the vehicle tire burst state process is realized; in the steering control of the tire burst vehicle, under the condition of judging the direction of steering related parameters, the system adopts the mode of comprising the rotating angular speed of a steering wheel

Or/and steering wheel angle delta_biBy means of additional balancing assistance moments M_a2And tire burst rotary moment M_b' phase balance, steering wheel torque M_cOne of the steering torque control modes of the vehicle tire burst steering with the aligning torque or one of the combined control modes of the steering torque control modes provides corresponding steering assistance or resisting torque for a steering system at any corner position of a steering wheel, so that the steering torque control of the vehicle tire burst steering is realized; vehicle tire burst control according to the systemAnd the current tire burst vehicle state comprises the vehicle running state, the vehicle running direction, the vehicle posture, the lane keeping, the collision avoidance and the vehicle body control.

2. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: judging the tire burst; the vehicle tire burst control adopts a tire burst mode identification mode of one of characteristic tire pressure and state tire pressure; definition of tire burst: whether the wheel is actually flat or not, if the wheel is in an abnormal state represented by structural mechanics and motion state parameters, steering mechanics state parameters, vehicle running state parameters or qualitative and quantitative representation of the model, a flat tire judgment model is established based on the abnormal state, and the flat tire is judged if the flat tire state reaches a set condition through the judgment model; according to the definition of the tire burst, the tire burst state characteristics of the method are consistent with abnormal state characteristics of a vehicle with wheels under normal and tire burst working conditions, and are consistent with state characteristics of wheels, steering and the whole vehicle after the tire burst is real; by "consistent state characteristics" is meant: both of which are substantially the same or equivalent; defining flat tire state pattern recognition: under the tire burst or/and normal working condition, the identification mode of the mechanical parameters of the wheels, the vehicle steering and the whole vehicle motion which represent various abnormal states of the vehicle is called as tire burst mode identification; the tire burst mode identification comprises the steps that a sensor detects tire pressure and characteristic tire pressure x _b、x_c、x_dTire pressure p in state_rePattern recognition of (2); detecting tire pressure x by sensor_b、x_c、x_dAnd p_reOne of them;

(1) recognizing a flat tire mode in a flat tire state stage; flat tire pattern recognition using one of the following

i. Characteristic tire pressure x of wheel motion state_bIdentification of a burst pattern, referred to as characteristic tire pressure pattern identification x for short_b: non-braking and non-driving, braking, driving behavior based on vehicleThe pattern recognition is performed by a set of two-wheel nonequivalent parameters D of the wheel set_kEquivalent relative parameter set D_eA comparison of one of the parameters; d_k、D_eAll the parameters in (1) are wheel motion state parameters; defining a set D of relative parameters of two wheels of a vehicle_b: set of relative parameters D of the same parameters used for two wheels of a wheel set_b(ii) a Defining two rounds of nonequivalent relative parameter sets D_k: a set of wheel set two-wheel relative parameters not subject to equivalence regulation or processing; defining the same parameter set E_n: in the parameter set D_bWherein the values of one or more of the same parameters taken by each of the two wheels of the wheel set are equal or equivalent, and the set of these parameters is the same parameter E_n(ii) a Defining two-wheel equivalent relative parameters of the wheel set: set of two slave parameters E for wheel set_nUnder the condition that one or more parameters respectively taken in the wheel pair are equal or equivalent, the two wheels of the wheel pair are in a parameter set D _kRespectively, and converting the nonequivalent relative parameter into E by the established model or/and algorithm_nOne or more equivalent or equivalent parameters D_ieEquivalent relative parameter D_ieIs set as_nAn equivalent equal parameter set D of one or more equal or equivalent equal parameters_e(ii) a Defining two-wheel equivalent relative parameter D of wheel set_eThe deviation between one of the correlations; comparing two-wheel equivalent relative parameters D of wheel pair_eTo make a characteristic tire pressure burst pattern recognition x_b(ii) a Defining a wheel set: defining a balance wheel set: the wheel pair determined by the opposite directions of the braking force and the driving force of the two wheels or/and the ground acting force borne by the two wheels to the mass moment of the vehicle is a balance wheel pair;

ii. Characteristic tire pressure x of vehicle steering mechanical state_cThe tire burst mode identification: the pattern recognition is made by a recognition model of the vehicle steering mechanics state parameters; according to the tyre burst rotary moment M_b' features transmitted to steering wheel, at steering wheel angle delta, steering wheel torque M_cAnd the increment delta, delta thereofM_cUnder the condition that the direction of (A) is determined, at M_bA critical point of _bThe direction of' can be from delta, M_c、ΔδandΔM_cDetermining the direction of (1); based on M_b' Direction or M_b'the value of' establishes a tire burst pattern recognition logic of the steering mechanics state, according to which x of the characteristic tire pressure of the steering mechanics state is determined_cIdentifying a tire burst mode;

iii, characteristic tire pressure x of motion state of whole vehicle_dIdentifying a tire burst mode; in the flat tire state, the unbalanced yaw moment of the flat tire wheel or/and other wheels to the mass center of the vehicle, namely the flat tire yaw moment M_u' generating, resulting in a change in vehicle motion state and state parameters; using deviation from yaw rate of vehicle

Deviation e of vehicle mass center sideslip angle_β(t) determining the yaw moment of the vehicle for the mathematical model of the primary modeling parameters; determining the over-steering or under-steering of the vehicle according to the direction of the positive (+) or negative (-) of the yaw moment of the vehicle and the steering wheel angle; establishing the judgment logic of over-steering or under-steering of the vehicle, and making the tire pressure x of the motion state characteristic of the whole vehicle_dIdentifying a tire burst mode;

iv vehicle state tire pressure p_reThe tire burst mode identification: build-up state tire pressure p_re(x_b，x_c，x_d) Or p_re(x_b，x_d) The tire burst identification model comprises relevant parameters of the motion state of the wheels, the steering mechanical state and the state of the whole vehicle; according to the pattern recognition and the condition and the characteristic of the vehicle tire burst state process or/and the vehicle non-driving and non-braking, driving and braking control states and types, the state tire pressure p is made _reIdentifying a tire burst mode;

(2) identifying a flat tire pattern in a flat tire control stage by using one of the following flat tire pattern identifications

i. Identifying a tire burst mode of a wheel state; characteristic tire pressure x_bRecognizing a tire burst pattern to control a wheel differential braking force Q in a tire burst control_iAngular acceleration and deceleration

Slip ratio S_iOne is a modeling parameter, and adopts the relative brake force deviation e of the differential braking of the two wheels of the wheel pair_q(t) deviation of angular acceleration and deceleration e_ω(t) or slip ratio deviation e_s(t), establishing e_q(t)、e_ω(t)、e_s(t) one of the tire burst control characteristic tire pressures x_bPattern recognition and modeling, according to which a characteristic tire pressure x is determined_bA value of pattern recognition;

ii. Recognizing a flat tire steering control mode; characteristic tire pressure x_cIdentifies a flat tire revolution moment M 'steered with a vehicle flat tire in the flat tire steering control mode of (1)'_bOr the ground rotary moment M borne by the steering wheel under the working conditions of normal and tire burst_k1、M_k2Deviation between

For modeling parameters, establishing wheel steering flat tire control characteristic tire pressure x of the parameters_cPattern recognition and modeling, according to which a characteristic tire pressure x is determined_cA value of one of the pattern recognitions;

iii, characteristic tire pressure x of motion state of whole vehicle_dIdentifying a tire burst mode; in the flat tire state, the unbalanced yaw moment of the flat tire wheel or/and other wheels to the mass center of the vehicle, namely the flat tire yaw moment M _u' generating, resulting in a change in vehicle motion state and state parameters; using deviation from ideal and actual yaw-rate of the vehicle

iv, vehicle state tire closure p_reThe tire burst mode identification: build-up state tire pressure p_re(x_b，x_c，x_d) Or p_re(x_b，x_d) A tire burst identification model of relevant parameters in the motion state of the middle wheel, the steering mechanical state of the vehicle and the state of the whole vehicle; according to the model and the condition and characteristic of the vehicle tire burst state process or/and the vehicle non-driving and non-braking, driving and braking control states and types, making the state tire pressure p_reAnd (4) recognizing a flat tire pattern.

3. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: setting a tire burst determination period H _vDetecting tire pressure, state tire pressure p, is used based on the course of the vehicle tire burst state, or/and the type of non-driving and non-braking, driving and braking_reCharacteristic tire pressure x_b、x_c、x_dA flat tire determination mode; based on one of the flat tire mode identification, building flat tire judgment logic for determining front and rear axles or diagonal wheel sets, and determining flat tires or/and flat tire wheel sets or/and flat tire balance wheel sets;

(1) and determination of tire burst in the stage of tire burst state

In its period H_vIn a logic loop of (2), based on x_b、x_c、x_d、p_reRecognizing a flat tire pattern of one of the tire pressures, setting a flat tire judgment condition or/and a judgment model, wherein the judgment model comprises a logic threshold model, setting a threshold value, determining a judgment logic, and determining the judgment logic when x is greater than the threshold value_b、x_c、x_d、p_reOr when the value of one of the tire pressures detected by the sensor reaches a set threshold value, determining that the tire burst is established, or else, determining that the tire burst is not established;

(2) tire burst determination in a tire burst control phase

i. Setting explosiveTire determination period H_v(ii) a Tire burst characteristic function x in tire burst control stage in tire burst control process_b、x_dAt each characteristic function x_b、x_c、x_dAnd the wheel and vehicle movement state parameters are mutually transferred; establishing a characteristic function x in view of the transfer of the flat tire characteristics and the characteristic values _b、x_c、x_dOne of the parameters or one of the parameters related to the motion state of the wheel and the vehicle; the judgment model comprises a logic threshold model, a threshold value is set, and judgment logic is determined; in its period H_vIn a logic cycle of (1), state tire pressure p_reWhen the determined value reaches a set threshold value, maintaining the tire burst judgment in the tire burst control, and continuing the tire burst control of the vehicle; when p is_reIf the value of the vehicle is less than the threshold value, the vehicle quits the tire burst control;

ii. Assigning a value to the tire burst judgment logic, wherein the positive and negative '+' and '-' of a mathematical symbol are used for indicating whether the tire bursts, and the logical symbol (+, -) in the electric control process is indicated by high and low levels or specific logical symbol codes, wherein the codes comprise numbers or numbers; and the controller or the central main control computer sends out a tire burst signal I when the tire burst is judged to be established.

4. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the method adopts the entering or/and exiting of the flat tire control;

(1) Under the condition that the tire burst judgment is established, the entering of the tire burst control adopts qualitative conditions or/and a judgment mode or/and a model, wherein the qualitative conditions mainly comprise the motion state of the vehicle and the identified environmental conditions; the judging model mainly comprises a logic threshold model; the logic threshold model mainly adopts a single-parameter or/and multi-parameter threshold model, and sets a threshold value and judgment logic; according to the decision logic, when the value determined by the threshold model reaches the threshold value, the vehicle enters tire burst control;

i. the logic threshold model mainly comprises: at a vehicle speed u_xFor the threshold model of the parameter, the threshold value is u_xSet value a of_ua；

ii. Threshold model or using vehicle speed u_xSteering wheel angle delta and/or friction coefficient mu_iAs a function of the parameters, a threshold value a_ubAs a decreasing function of the steering wheel angle delta increment, a_ubCoefficient of friction mu_iAn increasing function of the increment; when the threshold value u is_xReaches its set value a_uaOr dynamic value a_ubEntering a tire burst control;

(2) quitting the tire burst control; the quitting of the tire burst control adopts a qualitative condition, or/and a judging mode, or/and a model, wherein the qualitative condition mainly comprises a vehicle motion state, an identified environmental condition, or/and a tire burst judging stage, or/and whether the tire burst judging is established or not; the qualitative condition, or/and quantitative judgment mode, or/and the value determined by the model are achieved, and judgment of control quitting and quitting of tire burst control are realized; mainly adopts one of the following specific types;

i. In the tire burst control stage, identifying according to a tire burst mode determined by a tire burst control state and parameters thereof, judging whether a tire burst is established according to an exit qualitative condition of the tire burst control or/and a judgment mode or/and a model, maintaining the tire burst judgment, and continuously performing the tire burst control; otherwise, quitting the tire burst control;

ii. Under the condition that the tire burst judgment is established, detecting one of tire pressure, characteristic tire burst and state tire pressure according to a sensor, determining that the tire burst judgment is not established, or changing from the establishment of the judgment to the failure, and quitting the tire burst control;

iii, controlling to quit the tire burst control determined by the manual operation interface; when a tire burst control exit signal determined by a manual operation controller (RCC) arrives, the tire burst control exits;

iv, when the tire burst control enters and exits, a tire burst master controller or a main control computer sends out a signal: including a flat tire control entry or exit signal i_a、i_b(ii) a The exit of the flat tire control has particular value, effect and meaning to the vehicle flat tire control based on the state tire pressure determined by the methodThe control system integrates the abnormal state control of the vehicle under normal and tire burst working conditions, so that the tire burst control is independent of the restriction of the tire pressure sensor and the tire pressure sensing.

5. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, a tire burst control mode and a model which are adaptive to the state process of a vehicle with the tire burst and conversion of the tire burst control mode and the model are adopted;

(1) The method adopts one or more of the following control and control mode conversion; the conversion comprises i, a vehicle layer; entering and exiting of vehicle tire burst control; the controller controls the entering or exiting signal i by the flat tire_a、i_bIn order to switch signals, a certain switching mode is adopted to carry out the switching between the normal and flat working condition control of the vehicle and the control mode; ii. Vehicle local layer: comprises vehicle braking, steering or tyre burst control independently carried out with a suspension; in the state process of vehicle tire burst control, according to the change of the state process, the tire burst control adopts the conversion of the tire burst control and the control mode which is adaptive to the characteristics of the tire burst control; iii, coordinating control levels of various tire burst control modes or types of the vehicle, wherein the coordination control levels mainly comprise tire burst braking, steering or/and suspension coordination control and control mode conversion; iv, switching between the flat tire control mode or type and other related control modes or types of the vehicle: the method mainly comprises the coordinated control of tire burst vehicle braking and engine throttle or fuel injection, the coordinated control of braking and fuel power driving or electric driving, the coordinated control of steering tire burst turning force and steering wheel turning angle, and the switching of the control and control modes of the steering tire burst turning force and the steering wheel turning angle according to the regulation and program of the coordinated control; v, dividing the flat tire state and the control process into a plurality of state control periods or stages according to the starting point, or/and the transition point, or/and the critical point of the flat tire state, and setting the control period and the logic cycle of the period according to the flat tire control parameters and types; tire burst control setting upper and lower two-stage control Preparing a period; the upper control period comprises each control period before tire burst, or/and real tire burst, or/and tire burst inflection points, or/and knocking over, and each control period realizes the conversion of each control and control mode through the conversion signal; the next-stage control period is a control period of the control parameters and types of the flat tires, and the control parameters, the control periods and the periodic cycles of the next-stage control periods of the types are converted through the conversion signals;

(2) according to different setting modes or types of the tire burst controller and the electric control units of the vehicle-mounted controllers, a control and control mode conversion mode of one of a program, a coordination converter and an external converter is adopted, and the tire burst signal I, the control related signals of the subsystems and the conversion signals of the control types in each control period are used as switching signals to automatically convert the various control and control modes; program conversion: the electric control unit arranged in the tire burst controller and the corresponding vehicle-mounted system adopt the same electric control unit, a control and control mode conversion subprogram in the electric control unit is called, and the conversion of various control and control modes is carried out, wherein the conversion comprises the entering and exiting of the tire burst control, or/and the conversion of various control or/and coordination control and control modes in the control cycle of the control parameter and control mode period or/and stage of the control and control mode of the non-tire burst and tire burst control and control mode; and (3) coordination and conversion: the electric control unit arranged in the tire burst controller and the electric control unit of the vehicle-mounted system are mutually independent, communication interfaces are mutually arranged, a communication protocol is established, and the electric control unit carries out conversion of various control modes according to the communication protocol; external converter conversion: the controller mainly comprises a front converter or a rear converter arranged at the front part or the rear part of the electric control unit, and the control and control mode conversion is carried out mainly by changing the input and output control parameter states of the controller; the electronic control unit signal input state is defined as: the state of the electric control unit with or without signal input is changed by converting the signal input into the state without signal input or converting the signal input into the state with signal input; similarly, the signal output state of the electric control unit refers to the state of the electric control unit with or without signal output, and the change of the signal output state refers to the state of converting the signal output into the signal-free output state or converting the signal-free output into the signal output state; through various control modes and model conversion of tire burst control, the tire burst control is more accurate, and the requirement of severe change of the tire burst state is met.

6. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the method adopts the direction judgment of the tire burst; the tire burst direction judgment means the judgment of the direction of related parameters of a tire burst vehicle; setting a coordinate system, calibrating the parameter direction in the coordinate system, and establishing a parameter direction judgment logic; in the coordinate system, the calibration of the direction of the relevant parameter comprises the following steps: calibrating a rotation angle and a rotation direction of the torque, or/and calibrating the rotation angle, the positive travel direction of the torque and the return direction, or calibrating the rotation angle, the increment direction of the torque or the decrement direction; on the basis of the calibration of the direction of the related parameters, establishing mathematical logic of the related parameters including the judgment of the related rotation angle or/and the torque direction, and determining the configuration of the logic combination of the related parameters including the judgment of the related rotation angle or/and the torque direction; according to different settings of the turning angle or the torque parameter or/and different settings of the detection sensor, determining a mode for judging the direction of the tire burst related parameter, wherein the mode mainly comprises the following steps: a steering angle torque or a steering angle pattern, according to which the direction of the steering angle or/and a torque-related parameter is determined; the coordinate system defined by the method provides a technical platform for data processing for direction and control of related parameter turning angles or/and torques in power-assisted steering, active steering and steer-by-wire of manned and unmanned vehicles.

7. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the method employs directional determination of one or more of the following steering angle and torque related parameters; firstly, judging the direction of ground rotation moment borne by a steering wheel, the direction of tire burst rotation moment, the steering angle and the torque direction of the steering wheel or/and a steering wheel and the direction of tire burst steering assisting moment; secondly, the active steering control range mainly comprises the judgment of a tire burst steering angle direction, a tire burst turning moment direction, a steering auxiliary moment or a steering driving moment direction; thirdly, the drive-by-wire active steering range mainly comprises the direction of the tire burst turning moment, the direction of the steering driving moment and the direction of the turning angle of the steering wheel; the direction judgment of the steering related parameters of the flat tire vehicle is one of basic conditions for realizing the flat tire steering control;

(1) a corner torque mode; establishing a coordinate system of two vectors of a corner and a torque in a steering system, wherein the coordinate system arranged on a vehicle is an absolute coordinate system, and the coordinate system arranged on a rotating shaft of the steering system is a relative coordinate system; setting a coordinate origin, a rotation angle and a direction or a rotation direction of torque; the turning direction is as follows: determining the left-handed and right-handed directions, the forward and backward directions and the direction of increment or decrement of a corner by taking the origin as a 0 point; the torque direction: determining the directions of a torque forward stroke and a torque return stroke and the direction of torque increment or decrement by taking the origin as a 0 point; establishing and calibrating a coordinate system: establishing a torque corner, torque magnitude and direction relative coordinate system specified by a torque coordinate system and a corner coordinate system in a corner absolute coordinate system, and adopting a left-handed rotation direction and a right-handed rotation direction of a rotation angle, or/and a forward stroke and a return stroke of an origin point, or/and a direction calibration mode of increment or decrement of the origin point in each coordinate system of the corner and the torque; the directions of the turning angle and the torque are represented by positive (+), negative (-) signs of mathematical signs, so that mathematical logics and logical combinations of the turning angle and the torque direction are established; based on the mathematical logic and the combination thereof, the judgment of various rotation angles and torque directions under normal working conditions and tire burst working conditions can be determined; the tire burst direction is judged to provide accurate direction judgment for various corner and torque parameters of the tire burst steering control;

(2) A corner mode; two types of corner coordinate systems are set, and the method mainly comprises the following steps: the coordinate system arranged on the vehicle is an absolute coordinate system, and the relative coordinate system is arranged on a rotating shaft of the steering system; establishing and calibrating a coordinate system: establishing two or more relative coordinate systems for calibrating the size and the direction of the rotation angle in an absolute rotation angle coordinate system, wherein each coordinate system of the rotation angle can adopt a left rotation direction and a right rotation direction of the rotation angle, or/and a direction calibration mode of rotation direction, forward stroke or return stroke of an original point, or/and increment or decrement of the original point; the directions of the corners are represented by positive (+), negative (-) of mathematical signs, so that mathematical logics and logical combinations of direction judgment of the corners are established; based on the mathematical logic and the combination thereof, the direction judgment of various corners under normal working conditions and tire burst working conditions is determined.

8. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the vehicle with the tire burst mainly adopts one of a vehicle-mounted system network bus or/and vehicle information interactive vehicle distance monitoring, or/and information communication and data transmission adopting a road communication vehicle-to-vehicle network, or/and a combination adopting the information communication and the data transmission;

(1) The vehicle-mounted data network bus adopts one of the following types or modes or/and combination types thereof;

i. a vehicle-mounted data network bus Area network CAN (controller Area network), wherein the topological structure of the CAN is of a bus type, and the CAN mainly comprises a data bus, an address bus, a control bus, a CPU (central processing unit), a local Area bus, a system bus and a communication bus;

ii. An LIN (local Interconnect network) bus is adopted for information communication and data transmission of the in-vehicle distributed electric control system, and the in-vehicle distributed electric control system mainly comprises a tire burst controller, a sensor or an intelligent sensor and an actuator digital communication system;

according to the structure and the type of the tire burst control system, a vehicle-mounted network bus adopts a fault interruption or/and a safety bus or/and a novel X-by-wire special bus, mainly adopts one or more wire-controlled power-assisted steering, active steering (Steer-by-wire), electric-controlled hydraulic or electric-controlled mechanical wire-controlled Brake (Brake-by-wire, engine Throttle (Throttle-by-wire) buses under normal, tire burst working conditions and environmental conditions, changes a traditional mechanical system into an electric control system under the management of a high-performance CPU (central processing unit) connected through a high-speed fault-tolerant bus, and forms a control system suitable for and meeting special environments and conditions of the tire burst by high-frequency control, high-dynamic control mode conversion, high-dynamic response characteristics, tire burst steering, or/and tire burst electric control or wire-controlled Brake, or/and tire burst Throttle electric control into a set suitable for and meeting special environments and conditions of the tire burst (ii) a The system uses a tire burst and non-tire burst information unit, a tire burst master controller, a controller and an execution unit, and realizes the transmission of data, control and tire burst control signals through a vehicle network bus or/and the physical wiring of the system integrated design;

(2) Under the working conditions of normal and tire burst, a vehicle with or without a driver and a tire burst vehicle or adopting external information communication and data transmission comprises one of the following modes or types or one of the combination of the modes or the types;

i. vehicle interactive information communication and data transmission; the system adopts a wireless radio frequency receiving and transmitting module to realize the transmission and the reception of data; obtaining geodetic longitude and latitude coordinates according to multimode compatible positioning; radio Frequency Identification (RFID) technology is adopted; positioning by a GPS and acquiring the distance from a satellite to a vehicle receiving device; forming an equation by applying a distance formula in the three-dimensional coordinates through more than 3 satellite signals, and solving the X, Y, Z three-dimensional coordinates of the position of the vehicle; carrying out format definition on the longitude and latitude information to obtain the longitude and latitude position information of the vehicle calibrated by geodetic coordinates; the method mainly comprises the steps that through space coupling, inductive or electromagnetic coupling and signal reflection transmission of RFID radio frequency signals, an identified object is actively identified, various information of the accurate position of the vehicle is sent to surrounding vehicles in real time, and the position positioning and change state information of the surrounding vehicles are received in real time, so that mutual communication between the vehicles is realized;

ii. Information communication and data transmission of a road traffic vehicle connection network; the networked vehicles acquire and issue road traffic information, environment information of the vehicles and surrounding running vehicles, vehicle conditions of the running vehicles and running state information through the Internet of vehicles, and communication between the vehicles and the surrounding vehicles is realized; based on the information system structure of the vehicle networking network, networking vehicles are provided with a road traffic automobile network controller; the automobile network and the networked vehicles mutually transmit information and exchange data through a wireless digital transmission and data processing module arranged on the controller.

9. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: determining the front-rear distance L by adopting vehicle distance detection_tiRelative vehicle speed u_cAnd crashworthy time zone t_aiWherein t is_aiBy using L_tiAnd u_cDetermining a mathematical formula for the parameter; the anti-collision control of the vehicle and the front and rear vehicles is realized in the effective and limited tire burst control running distance and anti-collision space range of the tire burst vehicle; the flat tire vehicle adopts one or a combination of the following detection modes or modes;

(1) electromagnetic wave radar, laser radar and ultrasonic vehicle distance detection; the detection mode is as follows: based on the emission, reflection and state characteristics of physical waves, a mathematical model is established, and the front-rear vehicle distance L is determined_tiRelative vehicle speed u_cAnd crashworthy time zone t_ai(ii) a Parameter L_ti、u_c、t_aiAs basic parameters for braking and driving anti-collision control of a tire burst vehicle;

(2) ultrasonic and front and rear vehicle self-adaptive tire burst coordination control mode: setting the detection distance of the ultrasonic ranging sensor; when a tire burst control entry signal arrives, the distance is beyond the ultrasonic detection distance, and the braking distance and the relative speed of the vehicle and the rear vehicle are not limited by the tire burst braking control of the vehicle; when a rear vehicle enters an ultrasonic vehicle distance monitoring distance range, an ultrasonic anti-collision and front and rear vehicle self-adaptive tire burst coordination control mode is adopted, and in the effective distance range of ultrasonic vehicle distance monitoring, a pre-aiming model and a vehicle distance control model which are tracked by the vehicle with the burst vehicle according to a driver path limit the stability of the vehicle with the burst vehicle The controlled braking and deceleration force limits the distance between the vehicle and the rear vehicle in an effective anti-collision effective range, and realizes ultrasonic and front and rear vehicle self-adaptive tire burst coordination control; ultrasonic distance measurement is processed by data to determine the distance L between the front and the rear vehicles_tRelative vehicle speed u_cOr/and time zone t for preventing tire burst_ai；

(3) Monitoring the machine vision vehicle distance; rapidly extracting characteristic signals by using a shot image, and finishing visual information processing by adopting a certain algorithm; adopting a monocular or monocular vision, color image or stereo vision detection mode; a simulation model, or/and algorithm of the human eye is adopted; one of the algorithms includes: digital image processing of color image graying, image binarization, edge detection, image smoothing, morphological operation and region growing; a distance detection method is adopted, which comprises shadow feature distance detection; measuring the distance through a computer vision distance measurement model; real-time determining distance L from camera photosensitive element of vehicle to front and rear vehicles_tAnd the distance L between the front and rear vehicles_tAnd relative vehicle speed u_cIs determined;

(4) vehicle information interactive vehicle distance monitoring (VICW); the monitoring method is used for wireless radio frequency transmission and reception; obtaining geodetic longitude and latitude coordinates according to multimode compatible positioning; adopting Radio Frequency Identification (RFID) technology, positioning by a GPS, obtaining the distance from a satellite to a vehicle receiving device, forming an equation by applying a distance formula in a three-dimensional coordinate through more than 3 satellite signals, and solving the X, Y, Z three-dimensional coordinate of the position of the vehicle; the latitude and longitude information is subjected to format definition, the latitude and longitude of the vehicle are measured through a distance measurement model, and the latitude and longitude position information of the vehicle calibrated by geodetic coordinates is obtained; the VICW mainly carries out active identification on an identified object through electromagnetic signals, including RFID radio frequency signals, space coupling and signal transmission characteristics, sends various accurate position information of the VICW to surrounding vehicles, receives the position positioning and the variation state information of the surrounding vehicles and realizes the mutual communication among the vehicles; based on the intercommunication information between the monitoring system and the surrounding vehicles, the monitoring system adopts a corresponding mode and model or/and algorithm to count the real-time longitude and latitude positions of the vehicle and the surrounding vehicles According to the dynamic processing, the position information of the vehicle and the surrounding vehicles represented by the longitude and latitude of the vehicle at each moment is obtained; calculating the moving distance of the satellite positioning vehicle in the latitude and longitude scanning period T according to the information, thereby obtaining the vehicle speed, the distance between the vehicle and the front and rear vehicles and the relative vehicle speed; according to the longitude and latitude and the variation value of the front and the rear vehicles in the same direction, the distance L between the two vehicles is calculated according to a distance measurement and speed measurement model or/and algorithm_tiAnd the same direction relative speed u_ci。

10. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the environment recognition comprises the identification of road traffic conditions, the positioning of running vehicles and objects, the distribution of positioning positions and the determination of positioning distances; the vehicle with the burst tire realizes effective control of the motion state, path tracking and collision avoidance of the vehicle in the effective and limited burst tire control running distance and collision avoidance space range of the vehicle through environment identification; the vehicle with the tire burst performs traffic information communication exchange through acousto-optic tire burst warning or/and vehicle networking or/and mobile communication, informs surrounding vehicles of avoiding the vehicle with the tire burst through self vehicle running control under possible road environment conditions, and reserves a larger tire burst control running distance and an effective anti-collision space for the vehicle with the tire burst; adopting one of the following environment recognition modes or a combination thereof;

(1) Machine vision, positioning and ranging; setting monocular or monocular vision, color image and stereo vision detection modes; the characteristic signals are quickly extracted by using the shot images, and vision, image or/and video information processing is completed through a certain model and algorithm, so that machine vision vehicle distance monitoring is realized; determining road and traffic conditions, vehicle and obstacle positions and distribution thereof through machine vision; formulating electronic map matching, or/and real-time map construction and matching, inertial navigation, dead reckoning, road conditions or/and vehicle states to realize vehicle positioning, navigation, target identification and path tracking;

(2) under the condition of building a road traffic network, the networked vehicles acquire and release road traffic information, surrounding environment information of running vehicles, vehicle conditions and running state information among the running vehicles through the Internet of vehicles network, and communication between the vehicles and the surrounding vehicles is realized; according to the network information system structure, a road traffic vehicle networking controller is mainly arranged, and networked vehicles are also arranged with a networking controller; the vehicle networking network and the networked vehicles mutually transmit information and exchange data through a wireless digital transmission and data processing module arranged on the controller; the networked vehicle control mainly comprises vehicle-mounted wireless digital transmission and data processing control; setting a digital receiving and transmitting, machine vision positioning and ranging, mobile communication, global satellite navigation system positioning and navigation, wireless digital transmission and processing, and an environment and traffic data processing submodule; under normal and tire burst working conditions, networked vehicles realize wireless digital transmission and information exchange of vehicles passing by the periphery of the road through the Internet of vehicles; the central main control of the unmanned vehicle determines the actual lane defining line, the lane line and the direction of the vehicle in real time in various modes of geodetic coordinates, view coordinates and a positioning graph through an internet of vehicles or/and global satellite positioning, the driving state and the path tracking condition of the vehicle, the distance between the vehicle and an obstacle, the relative speed between the vehicle and the front and rear vehicles, or/and the structure and the driving state of the vehicle; the structure and the driving state of the vehicle mainly comprise: the method comprises the following steps of (1) vehicle speed, tire burst and non-tire burst states, a tire burst control state, path tracking and driving posture information;

i. The networked vehicles can send the related structural data and the driving state parameter data of the normal or/and burst of the vehicles to the automobile traffic network; the data is processed by the automobile traffic network data and then is released to the surrounding networked vehicles passing by the road through the Internet of vehicles networked data module;

ii. The networked vehicles can receive traffic information of roads through an automobile traffic network, and mainly comprise traffic lights, indicator board information, position, running state and control state information of surrounding networked vehicles, vehicle tire burst and tire burst control and related information of the running state of the vehicle with tire burst, and variation values of related parameters and data in each detection and control period;

iii, the networked vehicles can receive information inquiry and navigation requests of other networked vehicles through the automobile traffic network, the requests are processed by the Internet of vehicles network data, and then inquiry information is fed back to the networked vehicles sending the requests;

and iv, the networked vehicles can inquire the relevant information of all networked vehicles passing by the road through the wireless digital transmission of the vehicle networking network, and realize the wireless digital transmission and information exchange among all vehicles passing by the road, wherein the relevant information mainly comprises the running environment, the road traffic and the running state of the vehicles.

11. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the control variables, the control parameters, the brake control types, the brake control periods and the logic cycles adopted by the vehicle tire burst active brake control are adopted;

(1) control variables and control parameters for flat tire brake control

The control of tyre-burst braking mainly uses wheel angle deceleration according to tyre-burst vehicle state process

Slip ratio S_iBraking force Q_iVehicle deceleration

Is a control variable; in a particular state of a flat tire, deceleration is performed at a wheel angle

Slip ratio S_iControlling variable to brake force Q_iAs a parameter, by deceleration

Slip ratio S_iThe characteristic change of the wheel state indirectly adjusts the braking force Q of each wheel_i(ii) a By changing

Or S_iThe displayed wheel state characteristics are used for directly controlling the instability of the vehicle and selecting

Or S_iThe control variable is determined by the balanced or unbalanced brake control characteristic of the flat tire stability control, so that the transmission chain of the brake control is simplified, the dynamic response characteristic of the vehicle brake is improved, and the hysteresis response of the vehicle wheel state to the brake is reduced; the control method or the type mainly comprises wheel steady-state brake A control, vehicle steady-state brake C control, balance brake B control of each wheel and total braking force D control, wherein in the control of the tire burst brake, one of the brakes A, B, C, D is adopted;

(2) A vehicle tire burst braking control period; determining a braking control period H according to the tyre burst state process, the braking control characteristic requirement and the response characteristic of a braking execution device to a control signal_h；H_hThe control requirement of extreme change of the tire burst state process is met, and the requirement of the frequency response characteristic of an electric control hydraulic brake or electric control mechanical brake device is met; h_hIs a set value or a dynamic value; the dynamic value is determined by a mathematical model of the state parameters of the wheels and the vehicle; brake control period H_hThe following settings are set: the period of one of the control modes or types of the brake wheel steady state A control, the vehicle steady state C control, the balance brake B control of each wheel and the total braking force D control, or the control period of the control logic combination of the brake wheels, or the period of the control logic circulation of the brake wheels; based on the tire burst state, the control stage and each time zone of the vehicle tire burst anti-collision control, according to the control period H_hImplementing a corresponding control logic combination loop; in each brake control period H_hExecuting A, C, B, D a braking control and its logic combination control, one set of control logic can be repeatedly circulated in each period to convert into another set of control logic combination;

(3) In the flat tire braking control, when the vehicle enters the period H of the braking A, B, C, D control or the control logic combination thereof_hIn the cycle, the flat tire braking control adopts one of two modes: mode one, at the completion of this cycle H_hAfter the braking control of the control mode model and logic combination, the new period H is entered_h+1In a second mode, immediately terminating the present period H_hEntering a new period H while braking control_h+1Of the type of the brake control mode model or the period H of the logical combination thereof_hCirculating; in a new period, the control of the non-burst tire wheel A adopts wheel anti-lock control rules, control modes and models under normal working conditions, and the control of C, B and D can keep the original control logic combination or adopt a new control logic combination;

(4) the tire burst braking control adopts hierarchical coordination control, the upper level is a coordination level, the lower level is a control level, and the upper level determines the braking control cycle period H_hControl modes, models and logic combinations thereof controlled by the inner A, C, B, D, and conversion rules and conversion cycles of the logic combinations; control the lower stage in each period H_hSampling related parameter signals of A, C, B, D control, processing data according to A, C, B, D control type, logic combination, control model or/and algorithm, outputting brake control signal, and performing angular deceleration

Or/and slip ratio S_iAnd/or the braking force Q_iThe distribution and adjustment of each wheel; in each brake control period H_hAnd performing A, C, B, D one of the independent braking control or its logic combination control, one set of control logic can repeat circulation in each period, and can also be converted into another set of control logic combination according to the conversion signal.

12. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the method adopts a wheel brake wheel steady state A control mode, a wheel balance brake B control mode and a brake force total amount D control mode or type;

(1) the wheel steady-state brake A control mainly comprises the anti-lock brake control of a non-tire-burst wheel and the steady-state control of a tire-burst wheel; the flat tire steady state control does not have the specific property that the anti-lock brake control fluctuates around the peak slip rate of the wheel, and adopts two modes of releasing the braking force of the wheel or reducing the braking force to 0, wherein the braking force reducing mode adopts the flat tire angular deceleration

Slip ratio S_iAs a control variable, with braking force Q_iAs a parameter, in a flat tire brake control period H_hIn the logic circulation process, the value of the control variable is reduced by the same amount or non-equal amount step by step, and the braking force is indirectly adjusted until the braking force of the tire burst wheel is removed; under the control of the brake A, each wheel with a flat tire and a non-flat tire can obtain a dynamic steady-state braking force of the wheel;

(2) the method comprises the following steps of controlling balance braking B of each wheel, wherein the control of the braking B relates to the balance braking force of each wheel of longitudinal control (DEB), and adopting a two-wheel balance distribution and control mode that a wheel pair mainly comprises a tire burst or non-tire burst wheel pair; acceleration or deceleration at each wheel angle

Slip ratio S_iOr braking force Q_iOne being a control variable, in wheel sets

Or S_iOr Q_iUnder the two-wheel distribution, theoretically, the force of each tire to the mass center moment of the vehicle is 0;

(3) d control of total braking force of each wheelPreparing; the brake D control is used for controlling the motion state of the tire-burst vehicle and mainly comprises vehicle speed and vehicle deceleration control; d control to reduce vehicle speed

For controlling variable, according to vehicle deceleration

Establishing a total vehicle braking force Q_dControl model of (1), total vehicle braking force Q_dIs the sum of the longitudinal braking force of each wheel; controlling the total braking force D to accelerate or decelerate at each wheel angle

Slip ratio S_iBraking force Q_iOne of the parameters is a control variable; in the transfer direction of the control variable, one of forward or reverse control modes is adopted: reverse mode: target control value or integrated actual value of brake A, B, C control by wheel control variable

S_dg，、Q_dgOne, determining vehicle deceleration in accordance with a combination of brake A, B, C control logic

Target control value of (1), in

S_dg，、Q_dgComprehensive angular deceleration and slip rate of each wheel; the logical combination of control variable delivery in reverse mode includes:

forward mode, at vehicle deceleration

DeterminingTarget control value for each wheel in the form of corresponding parameter for controlling total braking force D

S_da、Q_dg(ii) a Based on the value, in

S_i、Q_iOne of the parameter forms is assigned to each round; the logical combination of control variable delivery in forward mode includes:

the total braking force D control is used as a main means for controlling the collision avoidance of the vehicle with the burst tire;

S_dg，、Q_dgfor each wheel

S_i、Q_iThe combined value of (a) and (b),

S_dg，、Q_dgaccording to each wheel

S_i、Q_iThe value of (A) is determined according to a certain algorithm; where (E) represents a logical combination of brake A, C or/and B control.

13. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the method adopts the steady-state braking C control of the vehicle, which is called braking C control for short (ii) a Determining a flat tire additional yaw moment M for a brake C control_u；

(1) Setting a coordinate system, calibrating the parameter direction in the coordinate system, establishing parameter direction judgment logic, judging related corners and torque parameter directions, including judging the steering wheel corner, the vehicle yaw speed, the vehicle yaw moment and the additional yaw moment M for recovering the vehicle stability_uThe direction of (a);

(2) based on the wheel, vehicle steering and vehicle dynamics equation, the brake C control takes the wheel motion state, the vehicle steering mechanics state and the vehicle motion state related parameters as modeling parameters, adopts a theoretical model, a test or an empirical modeling mode to establish a vehicle stability control mode, a model or/and an algorithm, adopts an analytic expression or converts the analytic expression into a state space expression or/and a corresponding control algorithm of a modern control theory, comprises one of PID (proportion integration differentiation), sliding mode control, optimal control or fuzzy control, determines the vehicle running state parameters, and mainly comprises the vehicle yaw angular speed omega_rOr/and the centroid slip angle beta or/and the longitudinal and transverse acceleration and deceleration a of the vehicle_x、a_y(ii) a Determining a deviation between an ideal value and an actual value of a vehicle state parameter, the deviation essentially comprising a vehicle yaw rate deviation

Deviation of centroid slip angle e_β(t); additional yaw moment M for restoring vehicle flat tire stability control based on vehicle or/and wheel related parameters_uThe mathematical model or/and the control algorithm of (2) is established; the mathematical model includes: additional yaw moment M to restore vehicle flat tire stability control_uThe additional yaw moment M_uBy yaw rate deviation of the vehicle

Deviation of centroid slip angle e_β(t) or/and wheel equivalent or non-equivalent angular velocity deviation e (ω)_e) Or e (ω)_k) Determining a mathematical model for the modeling parameters; additional yaw moment M_uInvolving generation of longitudinal differential braking of the wheelAdditional yaw moment M_urAnd an additional yaw moment M generated by braking the vehicle in the steering process_n(ii) a Wheel longitudinal differential braking generates an additional yaw moment M for restoring the control of the stability of the vehicle in the event of a flat tyre_u，M_uTo balance the tire burst rotary moment M_uThe moment of the' can control the insufficient or over-steering of the vehicle in the tire burst process of the vehicle, and prevent the vehicle from skidding in the tire burst process; additional yaw moment M_uIs distributed with a braking force Q_iAngular acceleration and deceleration

Slip ratio S_iOne is a control variable, based on the ground friction coefficient mu_iAnd wheel load N_ziAn additional yaw moment M is established for the main parameters_uEach wheel of (1) a model in which angular acceleration and deceleration

Slip ratio S_iAs a braking force Q_iEquivalent or equivalent forms of; additional yaw moment M according to vehicle_uTo determine an additional yaw moment M_uThe target control value of (1); by adding a yaw moment M_uAnd the stability control of the flat tire vehicle is realized by distributing all wheels.

14. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the method adopts an additional yaw moment M controlled by the vehicle steady-state braking C_uEach round of distribution;

(1) additional yaw moment M_uAssigning models to each round of (1); additional yaw moment M under simultaneous steering and braking conditions of the vehicle_uAdditional yaw moment M for longitudinal braking of the wheels_urWith additional yaw moment M generated in steering braking_nThe sum of the vectors of (a); definition ofBraking additional yaw moment M in vehicle steering_n: when the two wheels are differentially braked in the turning braking state of the vehicle, the longitudinal slip rate, the longitudinal and transverse adhesion coefficients, the adhesion state and the transverse tire force of the wheels of the front and rear axles are changed, and the transverse moment M is formed by the transverse moment deviation of the two transverse forces of the front and rear axles to the mass center of the vehicle _n(ii) a Determination of additional yaw moment M of steering brake_nDirection; defining yaw control wheels: in the two wheels of the wheel pair of the balance vehicle, the wheel applying larger braking force is a yaw control wheel; defining efficient yaw control wheels: under the condition that the differential braking force is applied to the two yaw control wheel sets, a larger additional yaw moment M can be obtained_urThe yaw control wheels in the wheel set are efficiency yaw control wheels; during the steering braking process of the vehicle, two yaw control wheel pairs apply equal differential braking force when M is_nAnd M_urIn the same direction, the vehicle adds a yaw moment M_uCan obtain a larger value when M_nAnd M_urWhen the directions of the rolling wheels are opposite to each other, the vehicle is added with a yaw moment M_uObtaining a smaller value;

(2) additional yaw moment M_urAnd M_nUnder the condition of direction determination, adding moment M according to the process of tire burst state and brake A, B, C, D control or/and logic combination thereof_uThe distribution of (A) adopts one of a single-wheel model, a two-wheel model or a three-wheel model; additional moment M of single, two or three wheel model in straight running state_uThe allocation of (2): m_urIs equal to M_u，M_nEqual to 0; one of two yaw control wheels or the yaw control wheel with larger load is selected as an efficient yaw control wheel, and an additional yaw moment M is proportionally carried out _nTwo-round distribution of (1); a second round model; in the state of vehicle steering and braking, press M_u＝M_ur+M_nModel, M_urAnd M_nDetermining two yaw control wheels and an efficiency yaw control wheel; when M is_urAnd M_nM in the same direction_uObtaining a maximum value; based on a brake friction circle theoretical model, using wheel load N_ziWheel slip ratio S_iSteering wheel or/and steering wheel angle as main modeling parametersEstablishing two yaw control wheel additional moments M_uDetermining an additional yaw moment M_uA division between the two yaw control wheels; controlling the additional moment M of the wheels by means of two yawing motions_uBy performing a coordinated distribution of the slip rates S of the two yaw-controlled wheels_iSide slip angle of steering wheel, steering angle delta of steering wheel or steering angle theta of steering wheel_eThe coordination control between the two devices; three-wheel model; under the steering braking state of the vehicle, the three wheels consist of two yaw control wheels and one non-yaw control wheel; according to M_u＝M_ur+M_nModel, decision M_urAnd M_nDetermining two yaw control wheels and an efficiency yaw control wheel; according to the above two-wheel model, the additional yaw moment M is performed in the straight-ahead and turning states of the vehicle_uThe two-wheel distribution and the braking control are carried out, so that the stability control of the flat tire vehicle is realized; adding yaw moment M when braking force is applied to non-yaw-controlled wheels _uThe sum of the yaw moment vectors generated by the two yaw control wheels and one non-yaw control wheel; a yaw control wheel and a non-yaw control wheel form a balance wheel pair, and the braking force distributed by the balance wheel pair is equal or unequal; in the three-wheel model, the differential braking force controlled by the flat tire brake C and the additional yaw M generated by the two yaw control wheels_uDecrease; additional yaw moment M generated by longitudinal braking of the vehicle_urAnd steering braking yaw moment M_nCommon balance vehicle flat tire yaw moment M_u' to compensate for understeer or oversteer of the vehicle.

15. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: according to the state process of the vehicle with the flat tires, logic combination rules of all control modes or types are formulated, and control logic combinations of all control modes or types are determined; the rules of the logical combination mainly include: rule one or two controlsLogical sum, expressed by the symbol "U"; in the braking control, various types of logic combination of braking control are formed by a logic rule symbol 'U' and various types or modes of braking control, wherein the types or modes of braking control mainly comprise wheel steady-state braking A control, vehicle steady-state braking C control, wheel balance braking B control and braking force total amount D control; the logic combination of the rule is unconditional logic combination, the logic combination determined according to the logic rule represents that the two types of control are executed simultaneously, and the logic combination is the algebraic sum of the two types of control values; rule two, two replacement logic relation rules for controlling mutual conflict, the rule adopts symbol

Is represented by a symbol

And the combination of various brake control types or modes forms a replacement logic relation of the brake control types or modes by conditions, wherein the conditions comprise: in sequence, the control mode or type on the right side takes precedence; under certain conditions, the control mode or type on the left side can replace or cover the control mode or type on the right side; rule three, logic relation of conditional sequential execution of each logic and logic combination; the logical relationship is represented by the symbol "←"; the logical rule is expressed as: whether the right control type or the logic combination thereof is executed or not is judged, and the right control type or the logic combination thereof executes the left control or the control logic combination in the arrow direction as long as the set condition is reached; the logical rule is also expressed as: symbol "←" the logical combination of both sides has a logical relationship of equipotential or upper and lower order; the control on both sides of the symbol "←" mainly consists of one of the types or modes of control of the brake A, B, C, D, or one of the logical combinations of the control thereof; the brake control logic combination mainly comprises: a logical combination of A, B, C, D control mode or type and each logical rule or logical symbol; the logical combination specifies: the control amount of the unselected control type is 0.

16. Automobile tire burst safety deviceThe method is based on various systems of vehicle braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a flat tire vehicle to carry out independent or coordinated flat tire control on the whole vehicle, the braking, the driving, the steering and/or the suspension, and is characterized in that: vehicle tire burst braking compatible control; the brake compatible control mainly comprises adaptive control of tire burst active braking and tire burst manual braking; according to the independent or parallel operation state of the tire burst active braking and the pedal braking, a compatible mode of the tire burst active braking and the pedal braking control is established, so that the control conflict generated when the two types of braking control are operated in parallel is solved; when the tire burst active braking and the engine or the electrically driven pedal braking are operated independently, the braking control of the two types of operation is not conflicted, the brake compatible controller does not perform compatible processing on input parameter signals of each control, and the output signal of the brake compatible controller is a braking control signal which is not subjected to compatible processing; when the tire burst active braking and the pedal braking, hereinafter referred to as two types of braking and parallel operation are carried out, the brake compatible controller presses the pedal braking displacement S_w' Integrated braking force Q of each wheel of vehicle with brake control variable _d' comprehensive angle deceleration

S_dA target control value of one of; defining the comprehensive active braking force Q of each wheel_dOr angular deceleration

Or slip ratio S_dTarget control value and actual value Q thereof_d′、

Or S_d' deviation between e_Qd(t)、

e_Sd(t); determining a brake compatible control logic according to the positive and negative of the deviation; the deviation is larger than zero, and the braking is compatible with the comprehensive braking force Q output by the tire burst active braking of the controller_daOr the combined slip ratio S_daOr angular deceleration

Is equal to its input value Q_d、S_d、

And S_dOne of the two models is input parameter signals, and the input parameter signals are subjected to compatible processing according to a brake compatible control model; comprehensive braking force Q of each wheel_dOr the combined slip ratio S_dOr angular deceleration

By each wheel braking force Q_iAngular deceleration

Slip ratio S_iThe value of (A) is determined by a certain algorithm; a compatible controller for wheel braking based on the tyre burst characteristic parameter gamma, the tyre burst active braking force, the angular deceleration or the deviation e of the slip ratio_Qd(t)、

Or e_Sd(t) establishing a deterministic Q for the modeling parameters_da、

Or S_daPositive and negative stroke of brake pedalAn asymmetric brake compatibility function model is adopted to process input parameter signals, and the signal output value of the brake compatibility controller is a value Q after compatible control processing _da、

Or S_da(ii) a Modeling structure of brake compatibility function model: q_da、

S_daAre respectively a deviation e_Qd(t)、

Or e_Sd(t) an increasing function of the positive stroke increment and a decreasing function of the negative stroke parameter decrement; wherein the asymmetric braking compatible model is as follows: the model has different structures in the positive and negative strokes of the brake pedal, and the deviation e in the positive stroke of the pedal_Qd(t)，e_Sd(t) or

The weight of the tire burst characteristic parameter gamma is smaller than that in the negative stroke, and the function value of the parameter in the positive stroke is smaller than that in the negative stroke; according to the state characteristics and braking control period of the flat-tire vehicle, the brake compatible controller uses the deviation of the ideal and actual yaw rate of the vehicle

Or/and the equivalent or nonequivalent relative angular speed deviation e (omega) of two wheels of the front and rear axle balance wheel set_e) Or/and angular deceleration deviation

Time zone t for tyre burst_aiDetermining a tire burst characteristic parameter gamma by adopting a mathematical model of the parameter as a modeling parameter; determining a modeling structure of a gamma model: gamma is

e(ω_e)、

Increasing function of the absolute value of the increment, gamma being t_aiAn increasing function of the decrement; brake compatible controller Q_da、

S_daThe modeling structure is as follows: q_da、

S_daRespectively, a decreasing function of the gamma increments; by the model, man-machine adaptive coordination control of pedal braking and tire burst active braking parallel operation can be determined.

17. A method for controlling safety and stability of vehicle tyre burst is based on each system of vehicle braking, driving, steering and suspension, and adopts tyre burst vehicle safety and stability control mode, model or/and algorithm to control tyre burst independently or coordinately of vehicle whole vehicle, braking, driving, steering and/or suspension, and is characterized in that: the method is characterized in that: the method adopts compatible control of tire burst braking or/and coordination of brake compatibility and vehicle anti-collision control; i. brake compatibility control; based on each controlled variable braking force Q_dOr angular deceleration

Or slip ratio S_dAdopts one of wheel brake steady state A control, wheel brake balance B control, vehicle steady state brake C control, total brake force D control and logic combination thereof, wherein the logic combination comprises

The brake compatible controller adopts closed-loop control; when braking compatible integrated brake force deviation e_Qd(t) or angular deceleration deviation e_Sd(t) or slip ratio deviation

When one is negative, the controller uses e_Qd(t)，or

or e_Sd(t) and a tire burst characteristic parameter gamma are modeling parameters, a brake compatible control model of the parameters is established, after brake compatible processing is carried out by the model, the brake force of each wheel is distributed and adjusted through brake B or/and C control, the actual value of the tire burst active brake control always tracks the target control value, and the output value of the tire burst active brake control after the brake compatible processing is the target control value Q _daOr S_daOr

I.e. brake compatible control with a deviation of 0; ii. When the front and rear vehicles are in the safe time zone of collision avoidance in the early stage of tire burst, the value of gamma is 0, and the vehicles adopt

The brake control logic combination of (1); each period after real tire burst or/and each period of anti-collision safety hazard

Or

The brake control logic combination of (1) is that following the deterioration of tyre burst state, the front and rear vehicles or entering into the collision-proof forbidden time zone, the tyre burst wheel is switched from the steady-state control to the brake force release, the other wheels except the tyre burst wheel in the control cycle increase the differential brake force of each wheel controlled by the whole vehicle steady-state C, and each control variable Q is controlled by the tyre burst brake_da、

Or S_daThe actual value of (2) and the characteristic parameter gamma of the flat tire state are coordinated and controlled, and Q is reduced_da、

Or S_daUntil the pedal brake control variable target control value Q is reached_d′、

Or S_d' less than flat tire active braking control variable Q_d、

18. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the method adopts active braking control of tire burst;

(1) According to the state process of the vehicle with the flat tires, the control and control mode conversion of vehicle brake control comprises a plurality of layers or levels, and a program or coordinated control and control mode conversion mode is adopted; the electric control unit of the tire burst controller takes a tire burst signal I, a tire burst braking control related signal, control parameters of a control period, a control type or/and a logic combination conversion signal thereof as a switching signal, calls a control mode and a model conversion subprogram in the electric control unit, and performs control and control mode conversion mainly comprising braking related control parameters, control types or/and logic combinations thereof; (2) setting wheel braking control parameters of the flat tire vehicle, wherein the control parameters mainly comprise wheel angular deceleration

Slip ratio S_iBraking force Q_iVehicle deceleration

Setting a flat tire braking control mode or type according to the state process of the flat tire vehicle, the braking control characteristic and the response characteristic of a braking execution device to a control signal by adopting one or more parameters as control variables; the control mode or type mainly comprises wheel steady-state brake A control, vehicle steady-state C control, balance brake B control of each wheel and total braking force D control; steady-state braking a control of the tyre burst wheel: two modes of releasing the braking force of the wheel or reducing the braking force to 0 are adopted; and B, balance braking of each wheel: at wheel pair parameters

S_iOr Q_iUnder the one-wheel distribution, theoretically, the force of each tire to the mass center moment of the vehicle is 0; vehicle steady-state braking C control: based on the tire burst vehicle state process, the differential braking unbalanced braking moment of the wheel pair and the additional yaw moment M generated on the whole vehicle are adopted_uBalance the flat tire yaw moment M_u'; additional yaw moment M for determining an unstable state of a vehicle_uThe target control value of (1); controlling an additional yaw moment M at the brake C_uIn the distribution of the differential braking force of each wheel, a mathematical model of parameters is established by taking the transfer amount of the tire burst load of each wheel, the longitudinal slip ratio of the wheel, or/and the steering angle of the steering wheel, or/and the side slip angle of the steering wheel as the parameters; distributing differential braking force of each wheel based on the model; by adding a yaw moment M_uThe cycle of the distribution and control of each wheel of the differential braking force controls the insufficient or oversteer of the vehicle with flat tires, and recovers the stable running state of the vehicle; according to the transmission direction of the control parameters, the brake D is used for controlling the motion state of the flat tire vehicle according to the speed and the deceleration of the vehicle; brake D control for vehicle deceleration

Comprehensive angular acceleration and deceleration of each wheel

Comprehensive slip ratio S_dBraking force Q_dOne is a control variable, a forward or reverse control mode is adopted, and the method comprises the following steps:

or

Wherein (E) is the brake A, B, C control logic combination; (3) setting logic combination rules of all brake control modes or types, and determining the logic combination of the brake control modes or types, mainly comprising the following steps: a logical combination of a braking control manner or type and a logical rule or logical sign; (4) determining an additional yaw moment M for recovering stability control of the flat tire vehicle according to vehicle or/and wheel dynamic models, equations or/and algorithms under normal and flat tire working conditions of the vehicle by taking the vehicle steering mechanical state, the vehicle motion state or/and wheel motion state related parameters as modeling parameters and adopting a theoretical model or/and test or/and empirical modeling mode_u(ii) a (5) Determining a brake control period H_h，H_hIs a set value or a dynamic value; the dynamic value of which is determined by a mathematical model of the relevant state parameters of the wheels and the vehicle; 6) one of the control modes or types of the wheel steady-state brake A, the wheel balance brake B, the vehicle steady-state brake C and the total braking force D or one of the mode or type logic combination is adopted for periodic control logic circulation, so that the stable deceleration control of the tire burst wheel and the vehicle is realized, and the requirements of various types of control on severe change of the tire burst motion state of the wheel and the vehicle are met; (7) according to the structure or/and the flow, the braking control mode, the model or/and the algorithm of the flat tire braking control subsystem, a program or software for controlling flat tire braking is programmed according to the flat tire braking control subsystem: the method mainly comprises the following steps: a, B, C, D control type or type of brake control related parameters or/and their combined configuration, brake data processing, The tire burst active braking and the pedal braking are compatible, or/and the braking and the anti-collision are coordinated and controlled by each control subprogram or/and subprogram module; the program or software is written into the electronic control unit ECU for controlling the flat tire brake.

19. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the condition that the tire burst judgment is satisfied, in the control of the steering turning force of the tire burst, the method adopts a method for limiting the rotation angular speed of the steering wheel

Or/and steering wheel angle delta_biA control mode is employed to control and reduce the impact of a flat tire cornering force on the steering wheel and the vehicle;

(1) the steering rotary torque controller adopts a program or a coordinated control and control mode conversion mode to implement control and control mode conversion of relevant parameters or control types of tire burst steering, and mainly comprises the following steps: angular velocity of steering wheel rotation

Or/and steering wheel angle delta_biControl period H_nEach control and control mode is switched in the cycle of (1);

(2) in the steering control of the vehicle with the flat tire, the steering wheel corner delta and the rotation angular speed are adopted

Coefficient of friction mu_kVehicle weight N_zFor modeling parameters, a steering characteristic function Y_kaiThe control mode and mathematical model of (2) are established; y is_kaiThe model structure of (2) is as follows: y is_kaiIs coefficient of friction mu_kIncremental delta function, Y_kaiFunction of increase for decrement of vehicle speed, Y_kaiFor steering wheel turningAn increasing function of angular increment; series of values u decreasing in accordance with vehicle speed_xi[u_xn......u_x3、u_x2、u_x1]Determining the steering wheel angle delta corresponding to each vehicle speed and a certain ground state_biSet of target control values Y_kai[Y_kan......Y_ka3、Y_ka2、Y_ka1]The set Y_kaiEach target control value in (1) is a constant vehicle speed u_xiGround surface comprehensive friction coefficient mu_kVehicle weight N_zSteering wheel angle delta that lower steering wheel angle delta can reach_aiAn optimum or limit value of; definition u_xi、μ_k、N_zOr steering shaft load N_zkIn a certain state, the target control value Y of the steering wheel angle of the vehicle_kaiActual angle delta from the steering wheel angle_yaiDeviation e between_yai(t); steering wheel angle control with deviation e for tire burst_yai(t) as a parameter, establishing and determining the steering assist torque M of the steering wheel_a1In the steering wheel turning torque control period H_nThe controller determines the direction of decrease of the steering wheel angle delta based on the positive (+), negative (-) values of the deviation e_yai(t) steering assist moment M determined by a mathematical model with parameters _a1(ii) a Steering assisting moment M_a1The control value is that the power-assisted steering motor provides power assistance or resistance rotary torque for limiting the increase of the steering wheel rotation angle delta for the steering system until e_yai(t) is 0, and the steering wheel angle always tracks the target control value Y_kai(ii) a Limit delta_aiThereby limiting the impact of the flat tire cornering force on the steering wheel;

(3) in the steering control of the vehicle with the flat tire, the steering angle delta and the rotation angular velocity are adopted

Coefficient of friction mu_kVehicle weight N_zFor modeling parameters, a steering characteristic function Y_kbiThe control mode and mathematical model of (2) are established; y is_kbiThe model structure of (2) is as follows: y is_kbiIs coefficient of friction mu_kIncremental delta function, Y_kbiFunction of increase for decrement of vehicle speed, Y_kbiAs a function of an increase in steering wheel angle increment; series of values u decreasing in accordance with vehicle speed_xi[u_xn......u_x3、u_x2、u_x1]Determining each vehicle speed and a certain ground friction coefficient mu_kVehicle weight N_zOr steering shaft load N_zkSteering wheel angle delta_biCorresponding rotational angular velocity in the state

Set of target control values Y_kbi[Y_kbn......Y_kb3、Y_kb2、Y_kb1](ii) a The set Y_kbiEach target control value in (1) is a constant vehicle speed u_xiGround surface comprehensive friction coefficient mu_kVehicle weight N_zSteering wheel rotational angular velocity that lower steering wheel angle delta can achieve

An optimum or limit value of; definition u_xi、μ_k、N_z、δ_biAngular velocity of steering wheel rotation in a certain state

Deviation e between absolute values of actual values_ybi(t); according to the positive, negative and absolute values of the deviation, the steering assisting moment M of the steering wheel is established and determined_a2The mathematical model of (2); in a steering wheel turning force (torque) control period H_nIn a logic loop of (1), a steering assist torque M determined based on the mathematical model_a2According to the deviation e_ybiPositive or negative of (t), angular velocity of rotation according to steering wheel

Direction of decrease of absolute value, fromThe steering booster provides steering boosting or resisting moment, and adjusts the rotating angular speed of the steering wheel to enable deviation e_ybi(t) is 0, steering wheel rotational angular velocity

Always tracking its target control value Y_kbiAnd the impact of the tire burst rotary force on the steering wheel is limited.

20. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: in the flat tire steering turning moment control, a flat tire steering assist control is employed;

(1) setting a vehicle and turning related parameter rotation direction judgment coordinate, a judgment rule, a judgment program and a judgment logic, wherein a vehicle turning related corner and torque parameter direction judgment mode is established and comprises the direction judgment of steering wheel corner or/and torque, flat tire turning moment and steering assisting moment related parameters;

(2) Steering power-assisted control for tire burst

Under the working condition of tire burst, the power-assisted steering control of the tire burst is carried out by using the torque M of a steering wheel_cAs a variable, in terms of vehicle speed u_xAnd (3) establishing a steering power control mode, a model or/and a characteristic function under normal working conditions by taking the steering wheel angle delta as a parameter: m_a1＝f(M_c，u_x) Determining a normal steering assist torque M based on the control mode, mode and/or characteristic function_a1；M_a1The modeling structure and the characteristics of the steering assisting moment are as follows: the characteristic function and curve may be the same or different for positive and negative strokes of the steering wheel angle, M_a1Vehicle speed u as parameter_xIncremental subtraction function, M_a1Is the steering wheel torque M_cAn increasing function of the incremental absolute value and a decreasing function of the decremental absolute value; tire burst rotary force M_bAfter the direction judgment is established, a steering system mechanical model or/and equation is adoptedDetermining the tire burst cornering force M_b' a target control value; in the flat tire steering power-assisted control, a balance assisting moment M is added_a2And tire burst rotary moment M_b' phase equilibrium, i.e. M_a2Is equal to M_b、M_bIs equal to negative M_b(ii) a Steering assisting moment M under tire burst working condition_aThe target control value is the detection value M of the steering wheel torque sensor under the tire burst working condition_a1Additional balance steering auxiliary moment M for tyre burst_a2The sum of the vectors of (a); steering wheel steering assist torque M in the above-described steering angle, torque direction determination and vehicle steering system _aControl period H by steering wheel turning force (torque)_nThe logic circulation of the control system realizes the control of the steering rotary torque of the flat tire.

21. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: in the control of the tire burst steering turning moment, the method adopts a tire burst steering wheel torque control mode;

(1) judging the tire burst direction; setting a coordinate system of related parameters of a steering vehicle including turning angle and torque direction determination, adopting a turning angle and torque direction determination mode for tire burst direction determination, and directly determining the steering torque M of a steering system_aAnd the running direction of the electric device; the direction determination model is: defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_c：ΔM_c＝M_c1-M_c2(ii) a According to deviation Δ M_cPositive and negative (+, -), the steering assist moment M is determined_aDirection of a power-assisted electrical parameter of the electric device;

(2) controlling the torque of the steering wheel; the control mainly takes the steering wheel angle delta as a variable and the vehicle speed u _xOr/and steering wheel rotational angular velocity

Establishing a normal working condition steering wheel torque control model or a characteristic function for the parameter: m_c＝f(δ，u_x) Or

The value determined by the control model or the characteristic function is a target control value of the torque of the steering wheel of the vehicle; steering wheel torque M_cThe modeled structure and properties of (a) are: the characteristic functions are the same or different in the forward and reverse strokes of the steering wheel angle, and the steering wheel torque M_cIs the vehicle speed u_xAn incremental decrease function, the characteristic function being the steering wheel angle delta,

An increasing function of the absolute value of the increment; the model or characteristic function includes: steering wheel or steering wheel steering return force type, mainly using vehicle speed u_xSteering wheel angle delta or/and rotational angular velocity

Steering wheel torque M as a modeling parameter_cFunction model: for determining M under normal conditions_cTarget control value M of_c1(ii) a At any point of the steering wheel angle, a steering wheel or steering wheel torque function model M_cDerivative of and vehicle steering restoring moment M_jAre substantially identical; actual value M of steering wheel torque_c2The real-time detection value of the torque sensor is determined; defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_c(ii) a Based on the deviation Δ M _cDetermining the steering wheel power-assisted or resisting moment M under normal and flat working conditions_aFunction model of (2): m_a＝f(ΔM_c) (ii) a In the steering assist torque M_aDetermining the power assistance or resistance of the steering wheel under the condition of tire burstMoment M_a(ii) a Flat tire vehicle in each period H of steering wheel torque control_nAnd period H_nIn cycles, the steering assistance or resistance M of the vehicle steering assistance device_aUnder the action of the balance or compensation mechanism, the impact of the tire burst rotary moment is balanced or compensated; no matter the steering vehicle is in normal or tire burst working condition, the steering wheel can obtain stable or optimal aligning moment under normal working condition state, and the driver can obtain ideal steering wheel hand feeling and road feeling at any turning angle of the steering wheel.

22. A safe and stable control method for vehicle tyre burst is based on various systems of vehicle braking, driving, steering and suspension, adopts safe and stable control mode, model or/and algorithm of tyre burst vehicle, sets information unit, tyre burst controller and executive device, and carries out independent or coordinated tyre burst control of vehicle, braking, driving, steering and/or suspension, and is characterized in that: under the working condition of tire burst, the method adopts active steering and additional corner control;

(1) judging the direction of the relevant parameters of the active steering when the vehicle driven by the person is flat; establishing a coordinate system, a judgment rule, direction calibration and judgment logics for judging the direction of the steering related parameters of the flat tire vehicle; direction and yaw rate deviation e based on steering wheel angle delta _ωr(t) plus or minus (+, -), determining the under and over steering or/and the position of the punctured tire of the vehicle, determining the additional rotation angle theta of the punctured tire control_ebThe direction (+, -);

(2) active steering control; based on the judgment of the direction of the related parameters, the active steering system AFS applies a tire burst additional balance rotation angle theta to an actuating mechanism independent of the operation of a driver_ebActual angle of rotation theta of steering wheel_eSteering wheel angle theta determined for steering wheel angle_eaAnd additional rotation angle theta of tire burst_ebLinear superposition of vectors and additional rotation angle theta for tyre burst_ebSteering angle theta with flat tire_eb' opposite direction its vector sum is theoretically 0; active additional corner controller mainly comprises yaw angular speed omega_rCentroid slip angle beta, or/and vehicle lateral acceleration

Or/and coefficient of adhesion

Or/and coefficient of friction mu_iAnd/or steering wheel slip S_iEstablishing an additional balance turning angle theta of the flat tire of the steering wheel for modeling parameters based on the flat tire state parameters and the determined stage thereof_ebThe control mode, the model or/and the corresponding control algorithm of the modern control theory comprises the step of determining the steering system rotation angle theta by adopting one of PID, sliding mode control, optimal control or fuzzy control_ebThe target control value of (1); defining steering wheel angle theta_eTarget control value theta _e1With its actual value theta_e2Deviation e between_θ(t); tire burst active attachment of a corner controller with a deviation e_θ(t) as a main parameter, establishing a steering wheel angle theta_eThe control model of (1); using open-loop or closed-loop control, during period H_yIn a control loop of (1), the active steering system AFS controls a steering wheel angle theta determined by a steering wheel angle_eaAdditional balancing angle theta with tire burst_ebSuperimposed actuators for effecting the actual value theta of the angle of rotation of the steering wheel_e2Always tracking its target control value theta_e1And making a control deviation e_θ(t) is 0; in the tire burst active steering control, the tire burst active steering controller adopts the steering wheel rotating angle theta_eAnd independently controlling or adopting a coordinated control mode of the steering wheel rotation angle and an electronic stability control program system (ESP).

23. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the active steering of the burst tire of the manned vehicle adopts the coordination control of an additional corner and the steering wheel rotation driving torque;

(1) The tire burst direction judgment comprises the following steps of, tire burst direction judgment, and established tire burst direction judgment coordinates, judgment rules, judgment programs and judgment logics, wherein the tire burst direction judgment comprises the following steps: the judgment of the steering wheel angle delta, the direction of the tire burst turning moment, the steering assistance or the resisting moment, and the tire burst direction judgment form the basis of the tire burst assistance steering control or the tire burst active steering control;

(2) electronic servo power steering control; on the basis of judging the direction of the tire burst steering related parameters, the tire burst servo power-assisted steering control adopts one of the following steering control modes; the first mode is a power-assisted control mode for flat-tire steering, which mainly uses steering wheel rotation angle delta and steering wheel torque M_cFor modeling parameters, with M_cAs a variable, in terms of vehicle speed u_xEstablishing a steering assist torque M as a parameter_aDetermining the steering assist torque M under normal conditions by using the control model and the characteristic function_a1Additional balancing auxiliary moment M for tyre burst_a2，M_a1And M_a2Is equal to M_aWherein M is_a2Steering turning moment M for tyre burst_b' balance moment; m_aA target control value of the steering assistance or the resisting moment of the vehicle; secondly, a tire burst steering wheel torque control mode is adopted; using steering wheel angle delta as variable and vehicle speed u_xAngular velocity of rotation of steering wheel

Establishing a steering wheel torque control model and a characteristic function under the normal working condition of the vehicle as a parameter, and determining a target control value M of the steering wheel torque of the vehicle _c1(ii) a Defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_cBy deviation Δ M_cDetermining the steering assistance or resistance moment M of the steering wheel under normal and flat working conditions_a(ii) a In the vehicle steering control period H_yIn the circulation, through an electronic servo power-assisted steering controller and a power assisting device, servo steering power assistance or resistance moment is actively adjusted in real time at any steering position of a steering wheel, and the control of tire burst steering power assistance is realized.

24. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the wire-controlled steering controller of the manned vehicle adopts a redundant design, is provided with a combination of wire-controlled systems of all steering wheels, adopts wire-controlled steering of front wheels, mechanical steering of rear wheels and one of a plurality of structures of wire-controlled independent steering of front and rear axles or four wheels; under the working condition of tire burst, the control adopts a coordinate system for judging the directions of related parameters of a corner and a torque and adopts a drive-by-wire active steering bus; the steer-by-wire control is a high-speed fault-tolerant bus connection, high-performance CPU control and management, and is realized by the operation of a steering wheel;

(1) Setting absolute and relative coordinate systems for judging the rotation angle or/and the torque direction; calibrating a coordinate system and a related corner and a torque direction in the coordinate system, establishing mathematical logic for judging the related corner or/and the torque direction on the basis of calibrating a direction meter, and judging the direction of a vehicle steering parameter; determining a tire burst steering parameter direction judging mode according to different settings of a corner or torque parameter or different settings of a detection sensor thereof;

(2) the drive-by-wire active steering control of the manned vehicle; the controller mainly comprises: steering control or/and road feel control of the steering wheel; and (3) controlling the steering wheel angle of the flat tire: under normal operating conditions, the angle of rotation theta of the steering wheel_eaTurning angle delta from steering wheel_eaDetermining that under-or oversteer resulted from vehicle flat tire in flat tire condition is caused by a flat tire additional rotation angle theta independent of driver_ebBalancing and compensating; steering wheel angle theta within critical vehicle speed range of vehicle steady state control_eFor steering wheel angle theta_eaAdditional balancing angle theta with tire burst_ebLinear superposition of vectors; the steering control of the steering wheel adopts the steering wheel angle theta_eAnd steering wheel return drive torque M_hTo coordinate the control mode to determine theta_eAnd M _hThe two control variables are coupled or coordinately controlled target control values; the active steering controller establishes a steering wheel based on a steering system dynamics equationSteering wheel angle theta_eSteering rotary moment M_kAnd steering wheel return drive torque M_hIs a main parameter dynamic model; or performing Laplace transformation on the model, determining a transfer function, or designing a steering controller by adopting one of corresponding control algorithms of PID, fuzzy, neural network and optimal modern control theories; under the conditions of tire burst corner, steering rotary driving torque and direction sharp change, the technical problems of vehicle steering overshoot and stable time are solved;

i. in the control of left turning and right turning of the vehicle, according to the rotation angle of a coordinate system and the regulation of the magnitude and the direction of torque, the 0 point of an absolute coordinate system of the vehicle is the origin of the rotation angle delta of a steering wheel, and the turning directions of the left turning and the right turning of the vehicle are determined; at the original position of the steering control of the left side and the right side of the vehicle, namely the 0 position of a corner, an electric control unit arranged on the steering controller realizes the primary electric control conversion of the power driving direction of the electric driving device through the conversion of the direction of electric control parameters including the direction of current or/and voltage, thereby being suitable for the tire burst turning moment M _b' steering wheel Angle δ and Rotary drive Torque M under Generation conditions_hCoupled or coordinated control of; the running direction of the electric driving device comprises the rotating direction of a motor or the driving direction of the translation device;

ii. Steering wheel angle theta caused by tire burst_eControlling; in the coordinate system determined by the system, the steering angle of the wheels of the vehicle, the yaw rate of the vehicle and the insufficient or excessive steering angle of the vehicle are vectors;

under the first, normal and tire burst working conditions, the tire burst steering wheel steering angle controller is based on the steering wheel steering angle delta under the normal working condition_eaDetermined steering wheel angle theta_eaApplying an additional balancing angle theta to the steering system independent of the driver's flat tire_ebWithin a critical vehicle speed range for steady-state control of the vehicle, theta_ebCompensating for insufficient or excessive steering resulting from tyre burst of vehicle, target steering angle theta of steering wheel_eFor steering wheel angle theta_eaAnd additional balancing angle theta of tire burst_ebLinear superposition of vectors; second, steering wheel angle delta_eAngle of rotation theta with respect to the steering wheel_eGear ratio C_nIs constant or dynamic, the dynamic being the speed of the vehicleu_xDetermining a mathematical model of the parameter; thirdly, based on the vehicle speed u_xSteering wheel angle delta and vehicle yaw angular velocity omega_rCentroid slip angle beta, or/and lateral acceleration, steering wheel controller using yaw rate deviation e _ωr(t) centroid slip angle deviation e_β(t), or/and the ground friction coefficient mu_iOr/and lateral acceleration

Establishing a flat tire additional balance rotation angle theta of the parameters for modeling the parameters_ebOf the mathematical model of (a), determining theta_ebThe target control value of (1); fourthly, setting a steering control period H_y，H_yIs a set value, H_yOr a dynamic value; defining a target steering wheel angle delta control value delta₁From its actual value delta₂Deviation e between_δ(t) according to the deviation e_δ(t) positive and negative, determining steering wheel drive torque M under normal operating conditions_hThe direction of (a);

(3) controlling the rotating driving torque of the tire burst steering wheel;

defining steering wheel angle theta_eTarget control value theta_e1With its actual value theta_e2Deviation e between_θ(t); steering wheel angle delta of controller_eThe ground rotary force M borne by the steering wheel_kThe control variables coordinated with each other are the ground rotary force M borne by the steering wheel_kDeviation e between target and actual turning angle of steering wheel of manned vehicle_δ(t) rotational angular velocity

Establishing the steering rotary wheel driving torque M of the manned vehicle according to a steering system dynamic equation as a main modeling parameter_hOf determining M_haTarget control value M of control_ha(ii) a Target control value delta of steering wheel of vehicle driven by person₁From its actual value delta₂Deviation e between _δ(t) positive and negative, determining steering wheel drive torque M_hThe direction of (a); ground revolving moment M borne by steering wheel_kInvolving a flat tyre turning moment M_b', M at the time of tire burst_b' both the magnitude and direction are changed at the steering wheel angle theta_eWhile controlling, the driving moment M of the steering wheel needs to be rotated in real time_hAdjusting; determining M_hThe method mainly comprises two modes; in mode one, a steering turning force or torque sensor is arranged in a mechanical transmission mechanism between a steering wheel and a steering system, and the steering turning torque M is determined according to the detection value of the sensor_hThe torque sensor is arranged on the steering driving shaft; and a second mode: according to the differential equation:

determining M_hIn the formula j_u、B_uRespectively an equivalent moment of inertia and an equivalent resistance coefficient of the steering system; defining the sensor detection value M_h2Target steering wheel turning driving force control value M_h1Deviation e between_m(t) open-loop or closed-loop control, during a steering control period H_yIn the cycle of (a), by the deviation e_m(t) returning control to make the actual value M of the driving force of the steering wheel_h2Always tracking its target control value M_h1(ii) a At any corner position of the vehicle turning left or right, the ground rotary moment M borne by the steering wheel_kAnd steering wheel drive torque M_hBy a drive torque M _hAnd steering wheel angle theta_eActive or adaptive joint regulation of, controlling steering wheel angle theta_eLet theta_eActual value of (theta)_e2Always tracking its target control value theta_e1。

25. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: in the process of the tire burst vehicle state, the following control standardization and decision are adopted for the active steering of the unmanned vehicle;

(1) active steering related to tire burstJudging the direction of the parameters; adopting one or the combination of the following judgment modes; establishing a coordinate system, a judgment rule, a direction indicator and a judgment logic for judging the direction of the steering related parameter of the flat tire vehicle, and determining the direction of the steering related corner and the torque parameter; direction and yaw rate deviation e based on steering wheel angle delta_ωr(t) positive and negative (+, -) of determining the under and over steering of the vehicle, or/and the position of a punctured tire, determining the relative turning angle of the punctured tire and the direction (+, -) of the torque parameter;

(2) environmental perception and recognition; wherein, the vehicle distance detection mainly includes: machine vision vehicle distance monitoring, vehicle distance monitoring mainly adopting optical or electronic camera shooting and computer processing, or/and vehicle information interactive vehicle distance monitoring (VICS); the environment recognition mainly comprises the following steps: vehicle information interactive environment identification and road traffic internet of vehicles network environment identification;

(3) Central main control; the central master controller is mainly provided with an environment sensing and identifying, positioning and navigation, path planning, normal and tire burst control decision-making sub-controller, and mainly relates to the fields of vehicle path tracking, tire burst vehicle stability control, tire burst collision prevention, parking address selection and parking path planning; tire burst control entry signal i_aWhen the vehicle arrives, the vehicle is switched into a tire burst control mode; based on various sensors for environment perception and steering control, global satellite positioning, mobile communication, navigation, artificial intelligence control or/and a networking controller of a vehicle networking network, vehicle path planning and whole vehicle control decision making are carried out according to braking, driving, vehicle direction, steering wheel rotating force, active steering or/and a control mode, a model or/and an algorithm adopted by a suspension controller in a tire burst state process and in each control period of tire burst; uniformly planning the steady state of the vehicle with wheels, the vehicle posture and the stable deceleration or acceleration control of the whole vehicle, uniformly coordinating lane keeping of the vehicle with flat tires, collision avoidance control of front, rear, left and right vehicles and barriers, uniformly deciding the running speed of the vehicle, path planning and path tracking, or/and determining the parking location after flat tires, planning the path from the running to the parking place, and realizing the parking control of the flat tires by adopting the combination of a control mode and a mode thereof;

(4) Flat tire vehicle path planning

i. The path planning sub-controller obtains road traffic including relevant information of lanes and lane lines, road signs, road vehicles and obstacles, carries out vehicle positioning and driving navigation, determines the distance between the vehicle and the front, rear, left and right vehicles, the lane lines and the obstacles and the relative speed of the front and rear vehicles, and makes the overall layout of vehicle positioning, driving environment state and driving planning of the vehicle and the surrounding vehicles;

ii. A routing sub-controller; the sub-controller determines the speed u of the flat tire vehicle by adopting normal and flat tire working condition wheels, vehicles and steering control modes or/and algorithms based on environment sensing, positioning navigation and vehicle stability control_xVehicle steering angle theta_lrAngle of rotation theta of wheel_e(ii) a The controller uses the distance L between the vehicle and the left and right lanes_sLeft and right vehicle distance L_gFront-rear vehicle distance L_tPositioning angle theta of lane or lane line in coordinates_wTurning half-diameter R of lane or vehicle running track_sOr curvature, steering wheel slip ratio S_iCoefficient of ground friction mu_iThe method is characterized in that the method is used as a main parameter, a mathematical model or/and an algorithm of the parameter are used for formulating a vehicle position coordinate and a variation graph, planning a vehicle driving graph and determining a vehicle driving path, and the planning of the vehicle driving path and a lane is completed according to the driving graph and the driving path.

26. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, steering control of the unmanned vehicle is adopted;

(1) the main control computer calls a control mode conversion subprogram by adopting a control mode conversion mode of a program or a protocol, and automatically realizes the conversion of various control modes which mainly comprise a flat tire control mode and a non-flat tire control mode, and related control parameters and control types of various stages and various control periods of the flat tire;

(2) explosive and explosion-proofJudging the direction of the related parameters of the active steering of the tire; adopting one or the combination of the following judgment modes; establishing a coordinate system, a judgment rule, direction calibration and judgment logics for judging the direction of the steering related parameters of the flat-tire vehicle, and determining the direction of the steering related corner and the torque parameters; direction and yaw rate deviation e based on steering wheel angle delta_ωr(t), (+, -) to determine understeer and oversteer of the vehicle, or/and to determine a punctured wheel position;

(3) Steering control for unmanned vehicle

The control determines the speed u of the vehicle based on the steady state control, steering, braking, or/and driving and anti-collision coordination control modes of the vehicle and the vehicle with the flat tire_xVehicle steering angle theta_lrSteering wheel angle theta_ePerforming vehicle lane keeping, path tracking, vehicle posture and vehicle anti-collision coordination control under normal and tire burst working conditions; ideal steering angle theta of vehicle_lrAnd steering wheel angle theta_eDetermined by a mathematical model or/and algorithm of the parameters; the modeling structure of the model mainly comprises: theta_lrAnd theta_eIs a parameter R_s、μ_iIncremental subtraction function, θ_lrAnd theta_eAs the wheel slip ratio S_iAn increasing function of the increment; through L_g、L_t、θ_w、R_s、u_xDetermining the coordinate positions of the lane line, the surrounding vehicles, the obstacle and the vehicle and determining the steering wheel angle theta_eVehicle steering angle theta_lrDirection and magnitude of the desired control value; various deviations of the vehicle and the wheel are defined, and mainly comprise a deviation one: ideal steering angle theta for vehicle path planning and path tracking determined by central master controller_lrActual steering angle theta with wheel_e' deviation between e_θT(t); actual steering angle theta of steering wheel in tire burst state_e' therein already contains a flat tire turning moment M_b' resulting flat steering angle; deviation two, ideal steering angle theta of vehicle _lrWith the actual steering angle theta of the vehicle_lr' deviation between e_θlr(t); deviation three, ideal turning angle theta of steering wheel_eAngle of actual rotation theta of wheel_e' deviation between e_θ(t); the control is based on theta_lr、θ_eAnd deviation e thereof_θT(t)、e_θlr(t)、e_θ(t) modeling parameters, establishing a mathematical model of vehicle steering of the parameters, determining target control values of the vehicle and wheels for real-time steering based on the model, and realizing path tracking of the vehicle by real-time adjustment of steering wheel corners; ideal steering angle theta of vehicle_lrActual steering angle theta with wheel_e' deviation between e_θT(t) determining the slip angle and the side slip state of the steering wheel; steering wheel angle control period H_θnIs a set value or a dynamic value; theta of which_e、θ_lrThe main control parameters for lane planning and keeping and path tracking of the unmanned vehicle.

27. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the unmanned vehicle tire burst steering control mainly comprises the following steps: the method comprises the following steps of (1) preventing vehicle tire burst, path planning, path tracking and safe parking control of parking;

(1) Anti-collision control for tire burst of unmanned vehicle

Control modes of collision avoidance, braking, driving and stability of the vehicle based on tire burst; the control determines the position of the vehicle and the position coordinates between the vehicle and the front, back, left and right vehicles and the obstacles in real time through the distance measurement of the surrounding vehicles, the obstacles and the lanes, machine vision, communication, navigation and positioning control, calculates the distance and the relative speed between the vehicle and the front, back, left and right vehicles and the obstacles on the basis, controls time zones according to the distances among a plurality of levels of safety, danger, prohibition and collision, and controls the period H through braking or driving A, B, C, D control or/and logic combination control of the braking or driving A, B, C, D control_hThe method comprises the following steps of performing cycle, braking, driving and active steering coordination control, and converting corresponding control parameters, control modes and control modes to realize the collision prevention of a tire burst vehicle, front, rear, left and right vehicles and obstacles, the stable state of wheel vehicles and the deceleration control of the vehicle;

(2) path planning, path tracking and safe parking of flat tire vehicle parking

i. Setting a vehicle networking controller of the networked vehicles; the wireless digital transmission module is arranged on the vehicle networking controller, sends the vehicle position, the tire burst state and the running control state to passing networked vehicles through a vehicle networking network or/and a global satellite positioning system and a mobile communication system, and obtains the addressing of the parking position of the tire burst vehicle and the path planning information inquiry requirement of a path reaching the parking position through the vehicle networking network; ii. Setting an artificial intelligence view processing analyzer; when the vehicle is running, the processing analyzer classifies the camera captures of the surrounding road traffic and environment according to categories, stores typical images or replaces the camera captures according to a certain period and grade, and judges the typical images needing to be stored; based on artificial intelligence, typical images stored in a main control computer mainly comprise various classified images of an emergency parking lane of a highway, an exit of a ramp and parking spaces at the side of the highway, and typical image characteristics and basic characteristics are abstracted out by summarizing and summarizing; in the tire burst control, a tire burst controller selects a site according to the parking of a vehicle, adopts a machine vision recognition mode or/and a networking search mode of vehicle networking, processes and analyzes images of a road and the surrounding environment shot in real time by the machine vision, compares the images with classified typical images of parking positions stored in a main control computer according to the image characteristics and abstract characteristics of the images, and determines the safe parking positions of an emergency parking lane, a ramp exit or a highway side of an expressway through analysis and judgment; and the flat tire vehicle travels to the selected parking position according to the parking route.

28. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the unmanned flat-tire vehicle adopts drive-by-wire active steering control;

(1) the drive-by-wire active steering control is active steering control of high-speed fault-tolerant bus connection, high-performance CPU control and management; the control adopts a redundant design, sets the combination of the line control systems of all the steering wheels, adopts a front axle or a rear axle or four wheels to independently steer by wire in various control modes and structures: the system mainly comprises a central main control computer, a double or triple wire control steering control electric control unit, double or multiple software, and an independent combined structure of two or three groups of electric control units and an active steering motor; the controller is based on a dynamic system formed by a steering wheel, a steering motor, a steering device and ground acting force, adopts a steer-by-wire data bus, and exchanges information and data with the controller and the vehicle-mounted system through the vehicle-mounted data bus;

(2) controlling the tire burst active steering; the steering control for tyre burst is mainly based on the speed u _xVehicle steering angle theta_lrSteering wheel angle theta_eSteering wheel turning driving torque M_hFor the control variables, the control parameters determined on the basis of the path tracking control of the central master controller of the vehicle are: mainly including vehicle speed, lane or path curvature or steering radius R_hVehicle steering angle theta_lrSteering wheel angle theta_eAccording to the tire burst active steering control mode and model, the steering wheel rotation angle theta is measured_eSteering wheel turning driving torque M_hA double-parameter coordination or coupling control algorithm for calculating theta under the condition of tire burst_eAnd M_hTarget control value theta of coupling or coordination control of the two control variables_eAnd/or theta_lrThe target control value of (1); setting dynamic control period H of steering wheel angle_θn，H_θnAt a vehicle speed u_xSteering wheel angle theta_eAnd/or the vehicle turning angle deviation e_θlr(t) equivalent model or/and algorithmic determination of the main parameters; the control uses the ideal steering angle theta of vehicle path planning and path tracking_lrActual steering angle theta with wheel_e' deviation between e_θT(t) vehicle ideal steering Angle θ_lrWith the actual steering angle theta of the vehicle_lr' deviation between e_θlr(t) as a main modeling parameter, and determining the steering wheel rotation angle theta under the tire burst state_eA control model of a target control value; deviation value e based on previous cycle_θlr-1(t)、e_θT-1(t) and θ _e-1Value, inThe control model determines the steering wheel theta of the period_eA target control value; defining the ideal rotation angle theta of the steering wheel_eAngle of rotation theta with respect to the actual_e' deviation between e_θ(t), steering wheel angle θ_eBy closed-loop control, each control period H_θnWithin, by a deviation e_θ(t) the actual value of the steering wheel angle theta is set to be the control target value 0_e' always tracking theta_eThe target control value of (1);

(3) controlling the rotary driving torque of the steering wheel;

i. in the control of left turning and right turning of the vehicle, according to the rotation angle of a coordinate system and the regulation of the magnitude and the direction of torque, the 0 point of an absolute coordinate system of the vehicle is the origin of the rotation angle delta of a steering wheel, and the turning directions of the left turning and the right turning of the vehicle are determined; at the original position of the steering control of the left side and the right side of the vehicle, namely the 0 position of a corner, an electric control unit arranged on the steering controller realizes the one-time electric control conversion of the power driving direction of the electric driving device through the direction conversion of electric control parameters, thereby adapting to or simplifying the tire burst turning moment M_b' steering wheel Angle δ and Rotary drive Torque M under Generation conditions_hCoupled or coordinated control of; the direction of the electric control parameter comprises the direction of current or/and voltage; the running direction of the electric driving device comprises the rotating direction of a motor or the driving direction of the translation device;

ii. When the tyre is burst, the steering wheel is turned at the angle theta_e0 and any steering position, the steering wheel angle theta occurs_eFlat tire deflection of (a); steering wheel corner deviation e of wire-controlled active steering controller for tire burst_θ(t) immediately determining the ground turning moment M borne by the steering wheel within the moment of generation of the value_kOr/and flat tire turning moment M_b' and determining the steering wheel angle theta_eAnd a driving torque M_hThe control direction of (3); slewing drive moment M_hIs controlled by the steering wheel angle theta_eThe ground rotary force M borne by the steering wheel_kAs the main modeling parameter, in theta_eAnd M_kFor the control variable of mutual coordination, the ground rotary force M borne by the steering wheel is adopted_kSteering wheel angle deviation e of flat tire vehicle_θ(t) rotational angular velocity

According to a steering system dynamic equation, establishing a steering wheel driving torque M of the unmanned vehicle_hOf determining M_hA target control value of the control; target control value theta according to steering angle of steering wheel of unmanned vehicle_e1With its actual value theta_e2Deviation e between_θ(t) positive and negative determining steering wheel return drive torque M_hThe direction of (a); defining the detection value M of the torque sensor_h' target control value M of drive torque for steering wheel rotation_hDeviation e between_m(t); by open-loop or closed-loop control, during steering control period H _yIn cycles, by torque deviation e_m(t) returning control to make the actual value M of the turning driving force of the steering wheel_h' always track its target control value M_h(ii) a At any corner position of the left or right turning of the vehicle, the ground rotary moment M borne by the steering wheel_kAnd steering wheel return drive torque M_hBy a driving torque M_hAnd steering wheel angle theta_eActive or adaptive combined regulation for controlling steering wheel angle theta_eLet theta_eActual value theta_e2Always tracking its target control value theta_e1。

29. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, switching the control modes of braking and driving control of the vehicle with the tire burst;

(1) a characteristic function W indicating a driver's vehicle drive control_iIs introduced; according to the division of the first, second and multiple strokes and positive and negative strokes of the driving pedal, the self-adaptive control model, control logic and conditionally limited control and control mode conversion of vehicle braking and driving are established, including adopting logic threshold model and setting Determining a threshold limit value, and making a control logic; tire burst control entry signal i_aWhen the vehicle is controlled to be in the stroke of the driving pedal, no matter what position the driving pedal is in, the driving device of the engine or the electric vehicle can stop the vehicle driving output; during the positive stroke of two or more strokes of the driving pedal, according to the threshold model and the control logic thereof, when the characteristic function W_iThe determined value reaches a set drive control entry threshold c_haiWhen the tire is burst, the tire burst braking control is actively withdrawn and enters into the drive control with conditional limitation; characteristic function W in return stroke of two or more strokes of the drive pedal_iThe determined value is up to c_hbiWhen the set driving control quitting threshold is reached, the driving control quits, and the tire burst braking control actively returns;

(2) characteristic function W of entry or exit of drive control for tire burst with intention of driver_iDetermining; characteristic function W_iMainly to drive the pedal stroke h_iAnd derivatives thereof

For modeling parameters, according to the division of the second and multiple strokes of the driving pedal, a stroke parameter h of the driving pedal is established_i、

The asymmetric function model of the positive and negative strokes; so-called h_i、

In the forward and backward strokes of (1), the characteristic function W _iAre not identical; it includes: at its parameter h_iAt the same value taking point of (1), a positive stroke W_aIs less than the function value W of the reverse stroke_b(ii) a Wherein the characteristic function W_iThe values of (A) are absolute values; drive pedal rowDistance h_iPositive and negative (±) of (a) respectively represent the willingness of the driver to speed up or speed down the vehicle; under a driving pedal operation interface, a self-adaptive exiting and entering logic threshold model of tire burst brake control is established; set c of decrements of logic threshold values for setting positive and negative pedal strokes_haiAnd c_hbiEstablishing a decision logic of a threshold model; during two or more positive strokes of the drive pedal, W_aiReach the threshold value c_haiWhen the tire is blown out, the tire blowing brake control is actively withdrawn, and the tire blowing drive control is actively entered; in two or more reverse strokes, when W_biReach the threshold value c_hbiWhen the tire is burst, the tire is actively driven to be actively withdrawn, and when the pedal is driven to have a stroke h_iWhen the value is 0, the tire burst braking control is actively returned; in the control of the secondary and multiple stroke of the driving pedal for tire burst, the throttle valve of the vehicle engine, the fuel injection or the electric vehicle driving device drives the pedal by the stroke h_iThe vehicle tire burst driving control is a parameter control model and is realized.

30. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the method adopts self-adaptive drive control of tire burst;

(1) Tire burst adaptive drive control based on tire burst characteristic parameter gamma and vehicle acceleration driven by tire burst

Total amount of driving force Q of each wheel_pComprehensive angular acceleration of wheel

Wheel drive integrated slip ratio S_pOne of the parameters is a modeling parameter, and a parameter Q of the modeling parameter is established and determined_p、

S_pSelf-adaptive control model Q for flat tire_pk、

S_pk(ii) a Wherein the wheel integrated angular acceleration

Wheel drive integrated slip ratio S_pFrom angular acceleration of each wheel

Slip ratio S of each driving wheel_iDetermining by using a certain algorithm, wherein the algorithm comprises an average or weighted average algorithm; the model mainly comprises: q_pkWith gamma, Q_pFor the mathematical model determination of the parameters,

is prepared from gamma,

For mathematical model determination of the parameters, S_pkBy gamma, S_pDetermining a mathematical model of the parameter; wherein the tire burst characteristic parameter gamma is determined by the anti-collision time zone t_aiYaw rate deviation of vehicle

Deviation of centroid slip angle e_β(t) or/and a flat tire vehicle auxiliary two-wheel equivalent relative angular speed deviation e (omega)_e) And angular acceleration deviation

Determining deviation as a mathematical model of modeling parameters; q_pk、

S_pkThe modeling structure of the model is as follows: q_pk、

S_pkA decreasing function that is a gamma increment; determining Q by the mathematical model_p、

S_pA target control value for one of the parameters; the modeling structure of the tire burst characteristic parameter gamma model is as follows: gamma is t_aiAn increasing function of the decrement, γ being

e_β(t)、e(ω_e)，

An increasing function of the incremental absolute value; when the vehicle enters into the danger of collision of front, front left and front right vehicles or the forbidden time zone t_aiThe driving of the vehicle is released; dangerous time zone t when the vehicle quits and collides with the front vehicle_aiThen, the tire burst driving control determined by a driving operation interface or the unmanned vehicle can be returned;

(2) and a control variable Q_pk、

S_pkEach round of assignment of one; q_pk、

S_pkDistributing to a driving wheel or a driving shaft wheel pair two wheels without tyre burst or/and distributing to a non-tyre-burst wheel of a tyre burst driving wheel pair; the wheel and wheel set to which the driving force is distributed mainly include: steering wheel sets or wheels; firstly, a driving shaft and a tire burst driving control of a non-driving shaft vehicle are arranged; driving wheels are punctured, driving force is distributed to the wheel pair, and under the action of a steering shaft differential, two wheels of the wheel pair obtain tire force with equal driving force; when the flat tire wheel of the steering shaft wheel pair drives to skid, namely the angular velocity omega of the flat tire wheel₁Or slip ratio S_pk1Greater than the angular velocity omega of a non-flat tire wheel₂Or slip ratio S_pk2The driving force provided by the drive shaft fails to reach the target control value Q_pkThe flat tire of the wheel pair can be braked to drive the left and right wheels of the axle₁And omega₂Or S_pk1And S _pk2Equal; the non-driving shaft wheel is flat, and the driving force is distributed to the driving shaft wheel pair; the four-wheel drive vehicle is provided with a front driving shaft and a rear driving shaft, the wheel of one driving shaft is flat, and the driving force is distributed to the second wheel of the wheel pair of the non-flat driving shaft; secondly, controlling the tire burst driving of the electric automobile or the fuel engine vehicle; when the vehicle is provided with two driving shafts or four wheels for independent driving, the non-tire-burst wheel pair applies driving force to the two wheels; or simultaneously applying driving power to non-flat tires of a pair of flat tires, the driving force of the pair of flat tires generating unbalanced yaw moment M to the mass center of the vehicle_u1Unbalanced yaw moment M generated by applying differential driving force to vehicle mass center by two wheels of non-tire-burst wheel pair_u2It compensates for, M_u1And M_u2The vector sum of (1) is 0, the sum of the yaw moments of the driving force of each wheel to the mass center of the vehicle is 0 in theory, and the balanced driving of the whole vehicle is realized.

31. A safe and stable control method for vehicle tyre burst is based on various systems of vehicle braking, driving, steering and suspension, adopts safe and stable control mode, model or/and algorithm of tyre burst vehicle, sets information unit, tyre burst controller and executive device, and carries out independent or coordinated tyre burst control of vehicle, braking, driving, steering and/or suspension, and is characterized in that: under the working condition of tire burst, the system adopts the coordinated control of driving and braking stability or the balance control of active driving and steering;

(1) Driving and braking stability coordination control; in the driving control of the vehicle with the flat tire, the logic combination of the driving or/and braking stability C control and the wheel steady state A control is adopted, and the logic combination comprises the following steps:

c or A; in cycles controlled by its logic combinationIn the ring, an additional yaw moment M to the mass center of the vehicle is formed according to the longitudinal tire force generated by the differential driving or/and the differential braking of each wheel of the vehicle_uBy M_uBalance vehicle tyre burst yaw moment M_u', generation of yaw moment M by unbalanced drive_pOr/and steering driving yaw moment M_nCompensating by M_u′、M_nOr/and M_pThe resulting vehicle is under or over steered, the control vehicle blows out and the dual instability brought by its control;

(2) active driving and steering balance control of the flat tire vehicle; steering wheel angle theta determined based on steering wheel or unmanned vehicle_eaApplying an additional steering angle theta to the active steering system AFS actuator independent of driver operation or unmanned vehicle determination_ebWithin the critical vehicle speed range of the vehicle steady state control, the speed is controlled by theta_ebThe resulting yaw moment compensates the yaw moment M of the unbalanced drive_p' or/and steering driving yaw moment M_nBalancing the understeer or oversteer of the vehicle; based on a friction ellipse theoretical model of wheel driving, according to a distribution model determined by the transverse slip angle of wheel steering and the slip rate of longitudinal driving, the additional yaw moment M generated by differential braking or driving of each wheel is realized _uAdditional angle of rotation theta with vehicle_ebThe allocation of (c).

32. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: the method adopts the suspension control of a flat tire vehicle;

(1) the control of the tire burst suspension adopts the detection tire pressure or the state tire pressure p_reOr by using characteristic tyre pressure x_b、x_c、x_dA flat tire determination mode for identifying a flat tire mode;

(2) under the condition that the tire burst judgment is established, a logic threshold model is adopted for entering or exiting of the suspension control of the vehicle with the tire burstAnd decision logic; tire burst control entry signal i_aWhen the vehicle arrives, carrying out secondary judgment on suspension starting according to a threshold model, and entering tire burst suspension control after the secondary judgment is established; otherwise, quitting the control; the controller outputs a suspension tire burst control entering and exiting signal i_va、i_vb；

(3) The controller uses the suspension stroke S_vDamping resistance B_vSuspension stiffness G_vFor controlling variable, establishing the rigidity G of the elastic element of the suspension under normal and flat working conditions_vVibration damping B of vibration absorber _vAnd height S of suspension stroke position_vDetermining a flat tire G by coordinating control modes, models or/and algorithms_v、B_v、S_vThe target control value is obtained, or/and the amplitude and the frequency of the suspension in the vertical direction of the vehicle body are calculated;

i. defining measured values S of height of suspension position_v' with the target control value S_vDeviation e of_v(t) by deviation e_v(t) performing feedback control, namely adjusting the position height of the tire burst wheel or/and each wheel suspension, and keeping the balance of the vehicle body of the tire burst vehicle or/and adjusting the load balance distribution of each wheel through suspension lift adjustment;

ii. Suspension stroke S_vDamping resistance B_vStiffness G_vCoordinating and controlling; establishing control variables G_v、B_v、S_vThe coordination control model of (1); suspension stroke S_vWhen adjusting, set

The control value of (a) is set,

damping B with control value suitable for suspension shock absorber_vControlling; for shock absorber suspension using damping fluid including magneto rheological body, damping B_vIs adjusted to one and

controlling the coordinated values.

33. A safe and stable control method for automobile tire burst is based on various systems of automobile braking, driving, steering and suspension, adopts a safe and stable control mode, a model or/and an algorithm of a tire burst vehicle to perform independent or coordinated tire burst control on the whole automobile, the braking, the driving, the steering or/and the suspension, and is characterized in that: under the working condition of tire burst, the anti-collision control of the vehicle with the tire burst comprises one of the following self-adaptive and mutual adaptive anti-collision control or one of the following control combinations;

(1) A vehicle adaptive anti-collision control mode; distance L between vehicle with burst tyre and rear vehicle_tiRelative vehicle speed u_cDetermining the time zone t of collision avoidance_ai，t_aiIs L_tiAnd u_cThe ratio of (A) to (B); t is used for the vehicle tire burst collision avoidance coordination control_aiEstablishing front and rear vehicle collision avoidance threshold models for parameters, and setting t_aiSet of decreasing threshold values C_t1(C_t1、C_t2、C_t3、......C_tn) Time zone t for preventing collision of front and rear vehicles_aiIs divided into a plurality of grades of safety, danger, no entry and collision, mainly comprising t_a1、t_a2、t_a3、......t_anSetting the conditions for judging the collision between the vehicle and the rear vehicle: t is t_an＝c_tn(ii) a Establishing a tire burst vehicle anti-collision and wheel and vehicle steady-state braking coordination control mode: determining vehicle deceleration according to a vehicle model controlled by brake D

A target control value; in series

Within a limited range of target control values to control variable vehicle deceleration

Angular deceleration of each wheel

Or slideRate of shift S_iOr braking force Q_iDetermining the control of the brake A, B, C or/and its logical combination, the combination essentially consisting of

Vehicle deceleration as a controlled variable

Deceleration according to wheel

Or slip ratio S_iOr braking force Q_iThe distribution of each round is carried out according to the parameter form of the distribution; in the periodic cycle of braking A, B, C and the logic combination thereof, the differential braking force and the distribution of each wheel controlled by the vehicle steady state C are preferentially ensured; with t _aiAnd c_tiGradually decreased step by step, and gradually and orderly reduced angular deceleration controlled by balance brake B of each wheel of the vehicle

Or slip ratio S_iMaintaining the braking force controlled by the vehicle steady state C of the tire burst and non-tire burst balance wheel pair; when the vehicle enters into the collision time zone, all braking force of each wheel is relieved or/and driving control is started, so that the collision time zone t of the vehicle and the rear vehicle is formed_aiDefining a reasonable range of fluctuations between "safe and dangerous"; ensuring that the vehicle does not touch t_ai＝c_tnThe collision avoidance limit time zone realizes the coordination control of vehicle collision avoidance, wheels and vehicle steady-state braking through the interaction coordination control;

(2) the flat tire vehicle adapts to an anti-collision control mode; the control is mainly used for vehicles which are not provided with a vehicle distance detection system or are only provided with an ultrasonic vehicle distance detection sensor; adopting a brake control mode with appropriate steady state of the vehicle before tire burst and a brake mutual-adaptation control mode for preventing rear-end collision of a driver of a rear vehicle: firstly, determining the physiological reaction state of a driver according to a rear-end collision prevention test of a vehicle, and establishing a rear-end collision prevention aiming model of the driver, wherein the model comprises a physiological reaction lag period, a brake control reaction period and a brake holding period after the driver of a rear vehicle finds a tire burst signal of a front vehicle; secondly, determining a moderate brake control model of brake A, B, C brake control and logic combination thereof; the two models are collectively called as a tire burst rear-end collision prevention brake control model; in the early stage of tire burst and the real tire burst control stage, the brake control of the vehicle before tire burst coordinates to perform proper braking of the vehicle according to set time by referring to a 'rear-end collision prevention brake control model', so that the delay of the physiological reaction of the rear-end collision prevention brake of a driver of a rear vehicle and the time delay brought by the brake reaction period can be offset or compensated, the dangerous period of collision caused by the braking of the rear vehicle to the vehicle before tire burst is avoided, and the proper braking of the vehicle after tire burst and the coordination control of rear-end collision prevention are realized;

34. The automobile tire burst safety and stability control method according to claim 2 or 3, wherein a vehicle tire burst mode is recognized and a tire burst determination is made; based on the states of wheels, steering and the whole vehicle; according to the tyre burst recognition and the three driving state structures of non-braking and non-driving, driving and braking of the vehicle, the state tyre pressure p is adopted_re[x_b，x_d]Establishing a judgment logic for judging the tire burst mode and judging the tire burst under the tire burst judgment condition and the judgment model, wherein the driving state structure is represented by positive and negative (+, -) mathematical signs;

(1) non-braking and non-driving state structures, negative representation is carried out by adopting a (-minus) mathematical sign, and a decision logic is established: during this state, the state tire pressure p_reAdopting an equivalent model or/and algorithm: state tire pressure p_re1Mainly by yaw-rate deviation of the vehicle

Deviation of centroid slip angle e_β(t) or/and the inequivalent relative angular speed deviation e (omega) of the left and right wheels of the wheel pair_k) Or/and the ground friction coefficient mu_iAnd/or the wheel load N_ziAnd/or the steering wheel angle delta is a modeling parameter, and an equivalent mathematical model of the relevant parameter is established:

λ_i＝f(μ_i、N_zi、δ)

based on state tire pressure p_re1And judging the tire burst by using the tire burst judgment threshold model, comparing the nonequivalent relative angular speed deviation e (omega) of the front and rear two axles when judging that the tire burst is established _k) The larger is a flat tire balance wheel set, and omega is a left wheel and a right wheel in the flat tire balance wheel set_iThe larger is a tire burst wheel;

(2) drive state structure (+): in the state process, the tire pressure p is in a state based on a non-driving shaft and a driving shaft wheel pair_reMainly by yaw-rate deviation of the vehicle

Deviation of centroid slip angle e_β(t), the inequivalent or equivalent relative angular velocity deviation e (ω) of the left and right wheels of the wheel set_k) And/or the ground friction coefficient mu_iAnd/or wheel load N_ziAnd (or/and) modeling parameters of a steering wheel turning angle delta, and establishing an equivalent mathematical model of related parameters:

or

λ_i＝f(μ_i、N_zi、δ)

Based on state tire pressure p_re2Performing tire burst judgment by using the tire burst judgment threshold model; after the tire burst is judged to be established, the equivalent relative angular velocities omega of the left and right two wheels of the driving axle are compared_eThe non-driving axle compares the non-equivalent relative angular velocity omega_k(ii) a Omega in left and right two wheels of two-axle of vehicle_e、ω_kThe larger is a flat tire, and the balance wheel pair with the flat tire is a flat tire balance wheel pair; real tyre burst and tyre burst inflection pointIn the event that the vehicle does not enter the pre-crash drive condition, the vehicle drive has actually exited:

(3) a braking state structure (+); the braking state structure I is that under the braking state of normal working condition, the braking forces of the left wheel and the right wheel of the front axle and the rear axle are equal, and the vehicle steady-state control of differential braking of each wheel is not implemented, so that the condition that the vehicle is in the normal working condition or in the early stage of tire burst and the state tire pressure p is obtained _reBy using

e(ω_k)，e_β(t)，e(ω_e)，e(Q_k)、λ_iDetermining an equivalent model of the relevant parameters:

λ_i＝f(μ_i、N_zi、δ)

based on state tire pressure p_re3Adopting a tire burst judgment threshold model to judge the tire burst; when the tire burst is judged to be established, the front and rear two axles e (omega) are compared_e) The larger is a flat tire balance wheel set, and the smaller is a non-flat tire balance wheel set; in a flat tire balancing wheel set, pass e (ω)_k) Determining the tyre-burst wheel or comparing the equivalent angular velocities omega of two wheels_eThe larger of the absolute values is a tire burst wheel; and a second braking state structure, wherein the second braking state structure is a state that the flat tire vehicle enters the steady state control of the differential braking of the wheel, and in the second braking state, the tire pressure p in the second braking state structure is determined in two ways_re(ii) a The first method is as follows: state tire pressure p_re4Or determining the state tire pressure p based on' braking state one_re41I.e. p_re3Is equal to p_re41And judging the tire burst according to the judgment result; the second method comprises the following steps: for the wheel braking force Q_iAngular velocity omega_iThe vehicle adopting the state tyre pressure p under the steady-state control condition of differential braking of each wheel as the control variable_re4Calculating; p is a radical of_re4The first algorithm of (1): based on the tyre burst judgment of the braking state I, the two wheels of the tyre burst balance wheel pair apply equal braking force and adoptBy the following state of the tire pressure p_re41The calculation model of (2): equal braking force Q is adopted by left and right wheels of tire burst balance wheel pair _iWhen is set to E_nWherein one of the same parameters is Q_i(ii) a Differential braking is carried out on two wheels of a non-flat tire balance wheel pair by adopting the following p_re42The calculation model of (2): set E_nWherein the same parameter is Q_i、R_iParameter e (ω)_e)、

Satisfy each wheel Q simultaneously_i、R_iTaking the condition of equivalent equivalence; state tire pressure p_re4And (3) algorithm II: the stable control of the unbalanced braking force of the differential braking is applied to the two wheels of the tire burst and non-tire burst balance wheel pair, and p is adopted_re43The computational model of (2); set of E_nWherein the same parameter is R_iParameter e (ω)_e)、

Should satisfy two-wheel braking force Q of balance wheel pair_iEffective rolling radius R_iThe condition of equivalent equivalence is taken as a value, and the model can be used for balancing the nonequivalent relative braking force deviation e (Q) of two wheels of the wheel pair_k) Substituted e (Q)_e) By the parameter e (Q)_k) Compensating for yaw rate deviations of a vehicle

"abnormal variation" in the puncture characteristics in the puncture control;

λ_i＝f(μ_i、N_zi、δ)

based on state tire pressure p_re4And judging the tire burst by the value of the tire burst judgment threshold model; when the tire burst is judged to be established, the front and rear two axles e (omega) are compared_e) The larger is a flat tire balance wheel set, and the smaller is a non-flat tire balance wheel set; in a flat tire balancing wheel set, pass e (ω)_k) Positive or negative signs of (a) determine a flat tire, or compare two wheels omega _eThe larger of the absolute values is a tire burst wheel; for simplified lambda_iThe following methods may or may not be employed for the calculation of (a), the vehicle flat tire pattern recognition and the flat tire determination: neglecting the load transfer of the two wheels of the front and rear axle wheel sets, or determining lambda through field tests_iAnd delta, parameter u_xCorresponding function relation, compiling function relation value chart, storing the value chart in the electric control unit, and controlling braking by delta and u_x、μ_iFor finding, calling lambda for main parameters_iValue of (d) for the front and rear axle left and right wheel equivalent relative parameter and state tire pressure p_reAnd (4) determining.

35. The automobile tire burst safety and stability control method according to claim 6 or 7, wherein the direction determination of the related parameters of the vehicle with a burst tire adopts a tire burst steering angle torque direction determination mode; based on the steering wheel angle delta and the torque M_COrigin of the steering wheel, steering wheel angle δ, steering wheel torque M_CDirection of (1) and M_CIncrement and decrement Δ M_CPositive (+) negative (-) regulation and tire burst turning moment M_b' Direction and steering Assist Torque M_aThe positive (+) and negative (-) directions of the directions are provided for establishing a tire burst turning moment M 'when a steering wheel turns right or turns right'_bSteering assist torque M_aA judgment logic of positive (+) and negative (-) which is represented by a logic diagram of a "turning angle torque direction judgment mode" and determines the flat tire turning moment M based on the logic diagram of the judgment logic _b' and steering assistMoment M_aDirection;

(1) and a steering angle torque direction determination mode: steering wheel angle delta right-hand logic diagram, the direction of the parameter is represented by positive and negative signs

(1) And a steering angle torque direction determination mode: a steering wheel corner delta left-hand logic diagram is omitted; based on steering wheel angle delta and torque M_CThe origin of (1) is specified, and the positive (+) - (-) and negative (-) specifications of the steering wheel torque or the torque measured by the sensor are just opposite to the positive (+) and negative (-) specifications of the steering wheel rotation angle delta right-hand or the steering wheel right-hand when the steering wheel rotates left-hand or the steering wheel rotates left-hand; according to the positive (+) negative (-) regulation of the steering wheel angle delta at the left rotation, the tire burst rotary moment M 'of the steering wheel angle delta at the left rotation can be established'_bSteering assist torque M_aA direction determination logic for determining a left turn of the steering wheel angle delta in addition to the positive (+) or negative (-) specification for the steering wheel angle delta different from the above-mentioned oneThe parameters, the structure, the judging process and the mode adopted by the direction judging logic and the logic chart are all the same as those adopted when the steering wheel turns right or turns right;

(2) and tire burst cornering moment M 'in the above table' _bA value of 0 indicates normal working conditions and no tire burst; through tire burst gyroscopic moment M'_bWhether a tire is blown out of the wheel can be judged by the positive (+) or the negative (-) of (2); tire burst gyroscopic moment M'_bIs n (+) represents M'_bThe direction points to the direction of the steering wheel corner delta positive stroke, and the steering auxiliary moment M_aIs directed to bit 0 of δ; tire burst gyroscopic moment M'_bIs negative (-) to M'_bThe direction points to the direction of the steering wheel corner delta return stroke, and the steering auxiliary moment M_aIs directed in the direction of the positive travel of δ; wherein Δ M_cA value of 0 indicates a turning force M of the ground on the steering wheel_kIn force equilibrium with the steering wheel torque, and M_kThe rate of change of (2) is 0.

36. A method for controlling safety and stability of a blown-out tire of an automobile according to any one of claims 11, 12, 13, 14 and 15, wherein the control of the blown-out tire brake is one of a wheel steady-state brake a control, a vehicle stability brake C control, A, B, C, D and a logical combination thereof; in the period H of its logical combination_hIn circulation, the tire burst brake control is realized; A. c or/and D and logic combination thereof, and the braking C control takes precedence;

(1) controlling steady-state braking A of the wheels; comprises steady-state brake control of a flat tire and anti-lock brake control of a non-flat tire; in the flat tire state, the flat tire wheel slip ratio S _iThe peak slip rate under the wheel brake anti-lock control under the normal working condition is not defined; tire burst control entry signal i_aOn arrival, brake A control is in accordance with its control variable

S_iBraking force Q_iOne parameter form is that the braking force of the tire burst wheel is terminated, so that the tire burst wheel is in a non-braking rolling state,Or performing steady-state wheel brake A control on the tire burst wheel; in the steady-state braking A control of the tire burst wheel, a control mode that the braking force of the braking A control of the tire burst wheel is gradually reduced in a step-by-step manner, in an equivalent manner or in an nonequivalent manner is adopted; brake A control at wheel angular velocity ω_iAngular acceleration and deceleration

Slip ratio S_iAs a modeling parameter, to

S_iFor controlling variables and control targets, by braking force Q_iEstablishing a mathematical model of parameters of the parameter for the parameter, determining a control structure and characteristics of the brake A control by adopting a certain algorithm, and obtaining a dynamic wheel steady-state braking force for each wheel with a tire burst or a tire non-burst under the control of the brake A; flat tire braking control period H_hAccording to the movement state characteristics of the flat tire, the braking force Q of the flat tire is reduced step by step with equal or unequal quantity_i(ii) a Tyre burst braking force Q_iIs reduced by an equal or unequal, stepwise reduction of the control variable

S_iTarget control value of

S_kiIs achieved until

S_iTarget control value of

S_kiIs a set value or 0; tyre burst wheel in control process

S_iAround its target control value

2) Vehicle stability brake C control

In the braking control of the brakes A, C or/and D and the logical combination thereof, the braking C control takes priority; additional yaw moment M of the vehicle controlled by the brake C_uControlling angular deceleration by wheel

Or slip ratio S_iOr braking force Q_iThe braking force of each wheel is directly or indirectly distributed in the form of parameters; braking C controls an additional yaw moment M_uThe distribution of each round is expressed as: modes and models of control by brake C, based on additional yaw moment M_uAdditional yaw moment M for longitudinal differential braking of the wheels_urAdditional yaw moment M in conjunction with vehicle steering braking_nThe quantitative relation of the vector sum and the position relation of the tyre burst wheel, the yaw control wheel and the non-yaw control wheel are determined, the efficiency yaw control wheel and the yaw control wheel are determined, and the additional yaw moment M of the vehicle in the straight running and steering states is determined_uEach wheel of (1) is allocated, and a yaw moment M is added_uNot distributed to a tyre burst wheel;

i. in the braking state of straight-running of the vehicle, M _uIs equal to M_ur，M_urAdding a yaw moment to the longitudinal braking; in single-wheel or two-wheel dispensing models, M_uCan be assigned to any one of the yaw control wheels, M_uOr distributed according to a two-round coordination distribution model;

ii. Under the condition of vehicle steering braking, the vehicle with front axle as steering axle mainly includes M_urAnd M_nYaw control wheel load M_ziAnd slip ratio S_iSteering wheel angle delta or steering wheel angle theta_eFor modeling parameters, a mathematical model of the parameters is determined, and two yaw control wheels M are determined according to the model_uDistribution of, additional yaw forcesMoment M_uTo two yaw control wheels or to an efficiency yaw control wheel; the right front wheel of the first-turn and right-turn vehicles is blown out by M_uAnd M_ur、M_nAnd the loads N of the left front and left rear yaw control wheels_ziAnd load transfer amount DeltaN in tire burst_ziSelecting the left front wheel as the yaw-controlling wheel with efficiency, M_urAnd M_nSame direction under certain differential braking force_uObtaining a maximum value; using the brake slip ratio S of the left front wheel and the left rear wheel during the brake steering process_iAnd steering wheel angle theta_eFor modeling parameters, an allocation model of a left front yaw control wheel and a left rear yaw control wheel is established, and the left front yaw control wheel and the left rear yaw control wheel are matched through a two-wheel pair M_uWhile controlling the vehicle steering and the longitudinal slip ratio S of the front left steering wheel _iAnd the slip angle of the lateral slip; by M_urAnd M_nBalancing the flat-tire yaw moment M generated by flat tire of the right front wheel_u' to balance or eliminate oversteer of the vehicle; when the left front wheel of the second and right-turn vehicles is flat, press M_uAnd M_urAnd M_nVector model of (1), M_urAnd M_nSame direction M_uObtaining the maximum value, wherein the right rear wheel is an efficiency yaw control wheel; based on the load N of each wheel of the vehicle_ziAnd load transfer amount DeltaN in tire burst_ziAt a steering angle theta of the right front wheel or/and the left front wheel_eLongitudinal slip ratio S of front right steering wheel_iSlip angle of lateral slip, longitudinal slip ratio S of right rear wheel_iLoad on each wheel N_ziFor modeling parameters, a distribution model of two yaw control wheels of the parameters is established, and based on the distribution model, the additional yaw moment M of the two yaw control wheels is realized_uWhile controlling the steering of the vehicle, the slip ratio S of the right front and right rear wheels_i；M_urAnd M_nBalance the flat-tire yaw moment M generated by flat tire of the left front wheel_u', and by M_urAnd M_nAnd superposition thereof together balance or eliminate understeer of vehicle tire burst; third, the right rear wheel of the right-turn vehicle is blown out according to M_uAnd M_urAnd M_nVector model of (1), M_urAnd M_nSame direction M_uObtaining the maximum value, or determining the left rear wheel as an efficiency yaw control wheel, and the left front wheel and the left rear wheel as yaw control wheels; load N based on load of each wheel of vehicle _ziAnd load transfer amount DeltaN in tire burst_ziAt a steering angle theta of the left front wheel_eLongitudinal slip ratio S of left front steering wheel_iSlip angle of lateral slip, longitudinal slip ratio S of left rear wheel_iLoad on each wheel N_ziFor modeling parameters, a model of the distribution of the two yaw control wheels of the parameters is established, and based on the model, M of the two yaw control wheels at the front left and the rear left is realized_uCoordinated allocation of (c); by means of a left front and a left rear pair of wheels M_uSimultaneously controlling the steering of the vehicle, the steering angle of the left front wheel and the longitudinal slip ratio S of the left front wheel and the left rear wheel_i；M_urAnd M_nSuperposition and common balance flat tire yaw moment M generated by flat tire of left front wheel_u', by M_urAnd M_nAnd its additive effect together balance or eliminate the oversteer of the vehicle; fourthly, the left rear wheel of the right-turning vehicle blows out according to M_uAnd M_urAnd M_nVector model of (1), M_urAnd M_nSame direction M_uObtaining the maximum value, wherein the right rear wheel is an efficiency yaw control wheel, and the right front wheel and the right rear wheel are yaw control wheels; in the control of tire burst, load N is applied to each wheel based on_ziLoad transfer amount Δ N_ziSteering angle theta of front wheel_eLongitudinal slip ratio S of right front steering wheel_iRight front wheel steering transverse slip angle or slip angle, longitudinal slip ratio S of right rear wheel_iFor modeling parameters, a model of the distribution of the two yaw control wheels of the parameters is established, by means of the two wheel pairs M _uControl the steering angle theta of the right front wheel_eAnd stable steering of the vehicle while controlling the longitudinal slip ratio S of the right front and right rear wheels_i；M_urAnd M_nSuperposing and jointly balancing the flat tire yaw moment M generated by flat tire of the left and the rear wheels_u' to balance or eliminate understeer of the vehicle; similarly, the wheel selection, control principle, rule and system for controlling the tire burst of the left-turn vehicle are the same as those adopted by the right-turn vehicle;

iii, controlling the entering signal i during the tire burst_aBrake A, C, B and D control may be employed up to the start of a true flat-tire condition or/and during a safe period of vehicle crash control

Or

Logic combination and periodic cycle; by using

During the real tyre burst period, before and after the real tyre burst point or to eliminate the braking force of tyre burst wheel, the control combination is replaced by C

C control overlay

S_cOr Q_cOf one of the parameter forms of (1), target control value thereof

S_ckOr Q_ckFrom the left wheel parameter Q of the wheelset_ck1、

Or S_ck1And right wheel parameter value Q_ck2、

S_ckOr Q_ckThe allocation of (c) adopts the rules:

S_ckor Q_ckDistributing the non-burst tire to a non-burst tire wheel pair or/and a non-burst tire wheel in a burst tire wheel pair; and in each period after the actual tire burst starting point, reducing or terminating the balance braking B control of each wheel in an implementation state along with the increase of the differential braking force of the braking C control of each wheel pair, and enabling the tire burst braking control to enter a logic cycle of C control or Aomeu C control.

37. The safe and stable control method for the flat tire of the automobile as claimed in claim 18, wherein the flat tire vehicle adopts the engine idle brake control;

the vehicle adopting the fuel engine is provided with or not provided with an engine idle rotation brake controller; under the condition of setting the controller, in the early stage of tire burst control and any time before the actual tire burst period comes, adopting fuel engine idle braking control according to the process of the tire burst state of the vehicle; the engine idle braking control adopts a dynamic mode: the oil injection amount of the engine is 0 in the idling braking process of the engine, namely oil injection is stopped, and the idling braking force of the engine is determined by a throttle opening degree adjusting model; setting a threshold value of idle braking of the engine, and stopping the idle braking of the engine when the rotating speed of the engine reaches the threshold value, wherein the threshold value is greater than an idle speed set value of the engine; the engine brake controller sets the following specific exit modes, which comprises: when the vehicle enters the tire burst braking control, the real tire burst signal i _bThe coming and vehicle entering collision avoidance danger time zone (t)_a) Yaw rate deviation of vehicle

Deviation, slip ratio e (S)_e) When the deviation reaches a set threshold value, one or more conditions of the conditions are met, namely one or more parameters of the parameters reach the set threshold value, the idling braking of the engine is quitted, so as to adapt to the early stage of tire burst and tire burst control, and the abnormal state control of the vehicle in the normal and tire burst working conditions overlapping and transition period.

38. The safe and stable control method for the flat tire of the automobile as claimed in claim 19, wherein the steering rotation force control of the flat tire vehicle adopts one of three types of control of the steering wheel angle and the rotation angular speed of the flat tire, steering assist torque control and steering wheel torque control; when the tire is burst, tire burst rotary force is generated, and the magnitude direction of the torque acted on the steering wheel and the tire by the ground is changed rapidly; under the action of the tire burst rotary force, the power steering controller misjudges the steering power-assisted moment direction, the steering power-assisted device outputs the steering power-assisted moment according to the power-assisted direction of the normal working condition, and the power-assisted moment aggravates the unstable state of vehicle steering, so that the dual control instability of tire burst and control of the vehicle tire burst steering is caused; under the combined action of tire burst turning force and steering assisting torque, the steering wheel is instantly deflected, and the vehicle rapidly drifts and turns; the tire burst steering control is characterized in that based on the type of a corner and torque sensor adopted by the system, according to the tire burst direction judgment coordinate, judgment rule, judgment program and judgment logic established by the system, a corner torque or corner direction judgment mode is adopted to judge the direction of tire burst turning force, ground turning moment borne by a steering wheel, steering assistance or resisting moment; on the basis of direction judgment, according to a tire burst rotation force control mode, a model and an algorithm adopted by a steering power-assisted controller, corresponding steering power assistance or resistance torque is provided for a steering system at any corner position of a steering wheel through a steering power-assisted device, so that the steering rotation force control of a tire burst vehicle is realized;

(1) Steering wheel angle control for tire burst

In the tire burst steering control, the steering wheel corner delta and the steering angular speed are adopted

The impact of the tire burst rotary force on a steering wheel and the steering of the vehicle is balanced and reduced; steering wheel angle control using steering characteristic function Y_ki(ii) a Characteristic function Y_kiComprising determining the angular speed of rotation of the steering wheel

Characteristic function Y of limit value_kbiAnd determining a characteristic function Y of the steering wheel angle_kai；

i. Steering characteristic function Y_kbi；Y_kbiAt a vehicle speed u_ixGround surface comprehensive friction coefficient mu_kVehicle weight N_zSteering wheel angle delta_biAnd derivatives thereof

Establishing a mathematical model of the parameters for modeling the parameters; in the formula of_kTo set a standard value or a real-time evaluation value, mu_kDetermined by an average or weighted average algorithm of the steering wheel ground contact friction coefficient; y is_kbiThe determined value being a target control value or an ideal value of the steering wheel rotational angular velocity, Y_kbiThe value of (a) is determined by the above mathematical model or/and field test; y is_kbiThe modeling structure of (1) is as follows: y is_kbiIs coefficient of friction mu_kIncremental increasing function, Y_kbiAs the speed u of the vehicle_xiIncreasing function of decrement, Y_kbiIs turned by a angle delta_biAn increasing function of the increment; series of values u decreasing in accordance with vehicle speed_xi[u_xn......u_x3、u_x2、u_x1]Determining the steering wheel angle delta corresponding to each vehicle speed _biAngular velocity of rotation

Set of target control values Y_kbi[Y_kbn......Y_kb3、Y_kb2、Y_kb1]；Y_kbiEach value in the set being a certain vehicle speed u_xiGround surface comprehensive friction coefficient mu_kVehicle weight N_zAngular velocity of rotation of lower steering wheel

The limit value or optimum set value that can be reached; definition u_xi、μ_k、N_z、δ_biAngular velocity of steering wheel rotation in a certain state

Deviation e between absolute values of actual values_ybi(t); at a certain speed u_xiIn the state when the deviation e_ybi(t) greater than 0 and (+) the steering wheel rotation angular velocity

In a normal or normal working condition control state; when deviation e_ybi(t) is less than 0 and is negative, the rotational angular velocity of the steering wheel is determined

In a tire burst control state, steering control is controlled by a deviation e_ybi(t) as a parameter, establishing and determining the steering assist torque M of the steering wheel_a2The mathematical model of (2); in a steering wheel turning force (torque) control period H_nIn a logic loop of (1), a steering assist torque M determined based on the mathematical model_a2According to the deviation e_ybi(t) positive and negative, steering assistance or resisting torque is provided by a steering assistance device in a direction in which the absolute value of the steering angular velocity of the steering wheel decreases, and the steering angular velocity of the steering wheel is adjusted so that the deviation e_ybi(t) is 0, steering wheel rotational angular velocity

Always tracking its target control value Y _kbiLimiting the impact of the tire burst rotary force on the steering wheel;

ii. Steering characteristic function Y_kai；Y_kaiUsing vehicle speed u_xGround surface comprehensive friction coefficient mu_kVehicle weight N_zCorner delta of disc_aiAnd derivatives thereof

Determining a mathematical model for the modeling parameters; in the formula of_kTo set a standard value or a real-time evaluation value, mu_kDetermined by an average or weighted average algorithm of the contact friction coefficient of the steering wheel, Y_kaiThe determined value being a target steering wheel angle control value or a desired value, Y_kaiThe value of (b) can be determined by the above mathematical model or/and in-situ tests; y is_kaiThe modeling structure of (1) is as follows: y is_kaiIs mu_kIncremental increasing function, Y_kaiAs the speed u of the vehicle_xiIncreasing function of decrement, Y_kaiAn increasing function of steering wheel angle increment; series of values u decreasing in accordance with vehicle speed_xi[u_xn......u_x3、u_x2、u_x1]Determining the steering wheel angle delta corresponding to each vehicle speed_aiSet of target control values Y_kai[Y_kan......Y_ka3、Y_ka2、Y_ka1]；Y_kaiEach value in the set being a certain vehicle speed u_xiGround surface comprehensive friction coefficient mu_kVehicle weight N_zThe limit value or the optimal set value which can be reached by the turning angle delta of the lower steering wheel; defining a certain vehicle speed u_xiCoefficient of ground friction mu_kVehicle weight N_zUnder the state, the target control value Y of the steering wheel angle of the vehicle_kaiActual angle delta from the steering wheel angle_yaiDeviation e between_yai(t); vehicle speed u_xiUnder the state of (e)_yai(t) is positive (+), and the steering wheel angle δ at this time _yaiAt delta_iIndicating that the vehicle steering wheel angle is within the normal range; deviation e_yai(t) is negative (-), indicating a transitionSteering wheel corner delta_yaiBeyond the limit range of the tire burst rotation angle delta; steering wheel angle control with deviation e for tire burst_yai(t) as a parameter, establishing and determining the steering assist torque M of the steering wheel_a1In the steering wheel turning torque control period H_nThe controller determines the direction of decrease of the steering wheel angle delta based on the positive (+), negative (-) values of the deviation, and determines the steering assist torque M based on a mathematical model_a1Controlling the power-assisted steering motor to provide a turning moment for limiting the increase of the turning angle delta of the steering wheel for a steering system until e_yai(t) is 0, and the steering wheel angle always tracks the target control value Y_kaiThe steering wheel angle in the flat tire condition is limited within an ideal or maximum vehicle steering slip angle range.

39. The safe and stable control method for the flat tire of the automobile according to claim 20, wherein: the steering rotation force control of the tire burst vehicle adopts the tire burst steering power-assisted control;

the tire burst steering assist control determines the steering wheel angle delta and the torque M by using a torque steering angle or steering angle direction determination mode for determining the tire burst direction_cOr the turning angle and the torque of the steering wheel and the ground revolving moment M borne by the steering wheel _kTyre burst rotary moment M_b' and steering assist torque M_aThe direction of (a); wherein M is_kInvolving a righting moment M_jAnd tire burst rotary moment M'_bAnd ground steering drag torque; controlled by delta, M_cFor modeling the parameter signal, using steering wheel torque M_cAs a variable, in terms of vehicle speed u_xDetermining a tire burst steering power control mode, a model and a characteristic function for the parameter; firstly, establishing a normal working condition variable M on the positive and negative strokes of a steering wheel corner delta_cAnd the variables u_xThe steering torque control model of (1); the model determines the steering assisting moment M under the normal working condition_a1The characteristic curve comprises three types of straight lines, broken lines or curves; m_a1The modeling structure and the characteristics of the steering assisting moment are as follows: the characteristic function and curve may be the same or different for positive and negative strokes of the steering wheel angle, M_a1Vehicle for changing parametersFast u_xIncremental subtraction function, M_a1Is the steering wheel torque M_cAn increasing function of the incremental absolute value and a decreasing function of the decremental absolute value; wherein the term "different" means: characteristic function M on the positive and negative strokes of steering wheel angle_a1The function models adopted are different between variable and parameter M_cOr/and u_xM on the same value point_a1The values of (A) are different, and otherwise, the values are the same; preparing a numerical chart based on the calculated values of all the parameters, wherein the numerical chart is stored in the electric control unit; under normal and tire burst working conditions, the electric control unit uses the steering wheel torque M through a table look-up method according to a power-assisted steering control program adopted by the controller _cVehicle speed u_xThe steering wheel turning angle delta is a main parameter, and the steering wheel steering auxiliary torque M under the normal working condition is called from the electric control unit_a1A target control value; tire burst rotary force M_bAfter the direction judgment is established, the tire burst steering power-assisted control adopts a steering system mechanical equation to determine the tire burst rotary force M_b' a target control value; the steering boosting control of the tire burst is realized by an additional balance boosting moment M_a2And tire burst rotary moment M_b' phase equilibrium, i.e. M_a2＝-M′_b＝M_b(ii) a Steering assisting moment M under tire burst working condition_aThe target control value is the detection value M of the steering wheel torque sensor under the tire burst working condition_a1Additional balance steering auxiliary moment M for tyre burst_a2The sum of the vectors of (a); in the steering wheel rotation torque control, the steering auxiliary torque M is controlled by a compensation model_aPerforming phase lead compensation, and improving the response speed of an EPS (electric power steering) system; the tyre burst steering power-assisted control or the tyre burst steering wheel angle control form composite control, and the maximum steering angle delta of the steering wheel is used_kOr/and steering wheel rotational angular velocity

The stable steering control of the flat tire vehicle is effectively realized; flat tire steering power-assisted controller, according to torque M_aModel of relationship with electric parameters, turning assisting moment M_aConversion into control electrical parameters of the booster, including flow i _maOr voltage V_ma(ii) a Steering assist controlSetting a flat tire balancing gyroscopic moment | M_bPower-assisted limit value a of |_bIn control, make | M_b|≤a_b、a_bGreater than tire burst gyroscopic moment | M_bMaximum of' | M |_bThe maximum value of' | or determined by field testing; the tire burst steering power-assisted controller establishes a steering power-assisted phase compensation model, and steering power-assisted moment M is controlled through the compensation model_aAnd phase lead compensation is carried out, and the response speed of steering wheel turning force control is improved.

40. The safe and stable control method for the flat tire of the automobile according to claim 21, wherein: the steering rotation force control of the tire burst vehicle adopts the torque control of a tire burst steering wheel;

i. judging the direction of the tire burst; the control adopts a corner torque or corner direction determination mode for determining the tire burst direction, and directly determines the steering torque M_aAnd the direction of operation of the electric device; the direction determination model is: defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_cAccording to the deviation Δ M_cPositive and negative (+, -), the steering assist moment M is determined_aDirection of a power-assisted electrical parameter of the electric device; including motor current i_mAnd the rotation direction of the power-assisted motor; when Δ M_cTo correct the time, a steering assist torque M _aIn the direction of the assisting moment M_aDirection of increase, when Δ M_cWhen negative, the steering assist torque M_aIs a steering assist torque M_aReduced direction, i.e. resisting moment M_aThe direction of increase;

ii. Steering wheel torque control; the control is based on the steering wheel angle delta as variable and the vehicle speed u_xAngular velocity of rotation of steering wheel

Establishing a steering wheel torque control model and a steering wheel torque control model M for determining normal working conditions as parameters_cAnd a characteristic function; the model determines the characteristic function and characteristic curve of the steering wheel torque under normal working condition, and the characteristic curve comprises a straight lineBroken line or curve; steering wheel torque control model M_cAnd the value determined by the characteristic function is a target control value, M, for the torque of the steering wheel of the vehicle_cThe modeled structure and properties of (a) are: the characteristic function and curve are the same or different in the forward and reverse strokes of the steering wheel angle, and the control model M_cDetermining steering wheel torque as a parameter u_xIncremental subtraction function, M_cIs delta,

An increasing function of increasing the absolute value and a decreasing function of decreasing the absolute value, wherein "different" means: characteristic function M on the positive and negative strokes of steering wheel angle_cThe function models adopted are different, in the variable and the parameter delta or/and u _xM on the same value point_cThe values of (A) are different, and otherwise, the values are the same; determining a target control value M of the steering wheel torque under normal working conditions according to the characteristic function_c1A numerical value chart is formulated based on the calculated values of all the parameters, and the chart is stored in the electric control unit; under normal and tire burst working conditions, the electric control unit uses the steering wheel turning angle delta and the vehicle speed u according to the power-assisted steering control program adopted by the controller through a table look-up method_xAngular velocity of rotation of steering wheel

Calling a target control value M of the steering wheel torque from the electronic control unit as a parameter_c1(ii) a Actual value M of steering wheel torque_c2The real-time detection value of the torque sensor is determined; defining a steering wheel torque target control value M_c1Real-time detection value M of steering wheel torque sensor_c2Deviation Δ M therebetween_c(ii) a By deviation Δ M_cDetermining the assistance or resisting moment M of the steering wheel under normal and flat working conditions_a(ii) a Based on a steering characteristic function, the steering wheel torque control adopts a plurality of modes; mode one, the basic aligning moment type, mainly uses the speed u_xSteering wheel torque function model M with steering wheel corner delta as modeling parameter_cThe specific function form of the model comprises a broken line and a curve for determiningM_cTarget control value M_c1(ii) a At any point of the steering wheel angle, M _c1Derivative of and vehicle steering restoring moment M_jIs substantially the same at M_jUnder the action of the steering wheel, a driver obtains the best or better steering wheel hand feeling; m_c1In the torque function model, a constant vehicle speed u_xLower, M_c1And aligning moment M_jWhile increasing with increasing delta, M_c1Angular velocity of rotation of steering wheel

To change from one to another; mode two, balanced aligning moment type, using vehicle speed u_xSteering wheel angle delta and rotation angular speed

Model M of a steering wheel torque function as a modeling parameter_c；

Determining the steering wheel torque M from the model specific function form_cTarget control value M_c1(ii) a At any point of the steering wheel angle, M_c1Derivative of and vehicle steering restoring moment M_jAre substantially identical; at M_cIn the torque function model, a constant vehicle speed u_xUnder the condition that M is_c1Increases with increasing δ; simultaneous steering wheel torque M_cTarget control value M of_c1And real-time detection value M of steering wheel torque sensor_c2I.e. hand force of the steering wheel, in synchronism with the angular speed of rotation of the steering wheel

Correlation; at each period H of steering wheel torque control_nAnd positive at steering wheel angle deltaOn the reverse stroke, M_c1And M_c2In different and appropriate proportions with

Increase or decrease of (a) and increase or decrease of (b) synchronously; steering wheel torque definition based on steering wheel torque delta M_cIs M_c1And M_c2Difference between them, establishing a steering assist torque M_aFunction model of (1), steering assist torque M_aBy steering wheel torque increment Δ M_cIs determined by a function model of the steering system at steering assist or resistance M_aUnder the action of the steering wheel, no matter which working condition the steering system is in normal or tire burst, a driver can obtain the best steering wheel hand feeling and road feeling, so that the adjusting force of the steering power-assisted steering wheel torque is increased; the tyre burst steering wheel torque controller converts the delta M according to a relation model of the steering wheel torque and the electric power parameter_cConversion into parameters of electric device driving power, wherein each parameter M_c、i_mc、V_mcAre all vectors.

41. The automobile tire burst safety and stability control method according to claim 24 or 28, wherein the failure control of the vehicle drive-by-wire active steering control adopts an overall failure control mode; for the manned or unmanned vehicle, when the steering is totally failed, the steering-by-wire integral failure controller arranged on the central main controller processes data according to a brake steering mode, a model and an algorithm of the steering-by-wire failure control, outputs a signal to control a Hydraulic Brake Subsystem (HBS), an electric control hydraulic brake subsystem (EHS) or an electric control mechanical brake subsystem (EMS), and assists to realize the steering-by-wire failure control through unbalanced differential braking of each wheel; the steer-by-wire failure control adopts the mode and the structure that each wheel of the vehicle is differentially braked to generate additional yaw moment to carry out the auxiliary steering of the vehicle; steering failure control signal i _zThe controller is based on a vehicle braking system which essentially comprises a stability control system (VSC), a vehicle dynamics control system (VDC) or an electronic stability program system (ESP), a wheel steady state brake, a wheel balance brake, a vehicle steady state differential brake, a total amount of braking force (A, B, C, D, C, D,B. C, D); the controller calculates the deviation between the ideal and actual yaw rates and the centroid slip angle of the vehicle

e_β(t), ideal steering angle θ of vehicle_lrActual steering angle theta with wheel_e' deviation between e_θT(t) vehicle ideal steering Angle θ_lrWith the actual steering angle theta of the vehicle_lr' deviation between e_θlr(t) and vehicle speed u_xFor inputting the main parameters, use

Or/and

or/and

logically combining; determining a certain speed u according to a vehicle motion equation and mainly comprising two-degree-of-freedom and multi-degree-of-freedom vehicle models_xOr/and the steering wheel or steering wheel angle delta at the ground adhesion coefficient mu_eOr theta_eYaw rate omega of vehicle_rThe ideal yaw speed omega of the vehicle is calculated by a relation model between the two_r1And centroid slip angle beta₁Actual yaw rate ω of vehicle_r2Measuring in real time by a yaw angular velocity sensor; defining ideal and actual yaw rate deviations for a vehicle

Deviation e between ideal and actual centroid slip angles _β(t) in the presence of

e_β(t) as main parameter, establishing mathematical model of the parameter, and determining optimal steering additional yaw moment M generated under differential braking of wheels_uEstablishing the steering wheel angle theta of the steer-by-wire vehicle_eYaw moment M with vehicle_uBy which it is determined that the vehicle has reached the steered wheel angle theta_eRequired wheel differential braking yaw moment M_uThe target control value of (1); under normal and tire burst working conditions, the optimal steering yaw moment M_uEach wheel of (1) distributes and adopts braking force Q_iAngular acceleration and deceleration

Negative angular velocity increment Δ ω_iSlip ratio S_iOne of the forms of distribution and control of the parameters, and the distribution and control thereof is mainly limited to the stable region of the characteristic function curve of the wheel brake model; by essentially involving braking control

Or/and

or/and

the period of each logic combination is circulated to control the steering failure; when wheels enter anti-lock control, in a new braking period H_hIn the middle, the braking force Q controlled by the balance braking B of each wheel is reduced_iOr decrease Δ ω_i、S_iUntil B controls the distributed balance braking force Q of each wheel_iOr Δ ω_i、S_iIs 0; according to a threshold model, when the deviation is

(or/and e)_β(t)) has an absolute value less than a set threshold value

At the time, adopt

Brake control logic combination when it is greater than

While adopting

Or