CN111994067A - Intelligent safety control system and method for dealing with vehicle tire burst - Google Patents

Intelligent safety control system and method for dealing with vehicle tire burst Download PDF

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Publication number
CN111994067A
CN111994067A CN202010919277.XA CN202010919277A CN111994067A CN 111994067 A CN111994067 A CN 111994067A CN 202010919277 A CN202010919277 A CN 202010919277A CN 111994067 A CN111994067 A CN 111994067A
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vehicle
tire
control
speed
tire burst
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谢书港
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Nanjing Waythink Automobile Technology Co ltd
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Nanjing Waythink Automobile Technology Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B60W2510/202—Steering torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/20—Tyre data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The invention discloses an intelligent safety control system and method for dealing with vehicle tire burst. The control method comprises the following steps: identifying whether the vehicle has a tire burst fault or not, identifying the running environment of the vehicle and collecting the information of the vehicle; 2) making a decision to generate a control instruction; and realizing a control function according to a control instruction sent by the decision and control module. The invention discloses an intelligent safety control system and method for dealing with vehicle tire burst, which carries out intelligent decision according to multi-sensor information, then carries out alarm, intervenes by adopting modes of controlling a vehicle or assisting braking and the like, controls the vehicle to safely stop running and avoids the occurrence of malignant accidents. The control system and the control method have high intelligent degree and safety, and can effectively prevent and avoid accidents caused by tire burst faults.

Description

Intelligent safety control system and method for dealing with vehicle tire burst
Technical Field
The invention belongs to the technical field of vehicle safety, and particularly relates to an intelligent safety control system and method for dealing with vehicle tire burst.
Background
A flat tire is a phenomenon in which the tire collapses in a very short time (generally less than 0.1 second) due to sudden loss of air by rupture, and is a failure that seriously threatens driving safety. When the vehicle is blown out, the vehicle cannot be braked suddenly and should be decelerated slowly, because the vehicle is deflected laterally by sudden tire burst when the vehicle runs at a high speed, and the vehicle is more severely deflected by sudden braking, so that the vehicle is turned over. When the speed is slowly reduced, the steering wheel is tightly held by two hands to rotate in the direction opposite to the direction of tire burst so as to ensure the straight running of the vehicle.
In order to reduce safety accidents caused by tire burst faults, manufacturers are required to pre-install tire pressure sensors according to related standards of automobile safety at present. However, the tire pressure sensor can only give early warning to the tire pressure, the tire burst fault is rare, general drivers do not have related experience, and cannot quickly respond to and take effective measures, so that the probability of safety accidents is high, and the consequences are very serious.
Disclosure of Invention
The invention aims to solve the technical problem of providing an intelligent safety control system and method for dealing with vehicle tire burst, which can make an intelligent decision on vehicle tire burst faults in time, alarm and control a vehicle according to decision results, and avoid safety accidents caused by vehicle tire burst.
In order to realize the purpose, the invention adopts the following technical scheme:
an intelligent safety control system for dealing with vehicle tire burst comprises a tire burst identification module, an environment sensing module, a vehicle information module, a decision and control module and an execution mechanism. The information generated by the tire burst identification module, the environment perception module and the vehicle information module is input into the decision and control module, and the decision and control module controls the actuating mechanism. The tire burst identification module is used for identifying whether a tire burst fault occurs in the running process of the vehicle. The environment perception module is used for identifying the running environment of the vehicle. The vehicle information module is used for collecting the information of the vehicle. And the decision and control module makes a decision according to the information acquired by the tire burst identification module, the environment sensing module and the vehicle information module to generate a control instruction. And the executing mechanism realizes a control function according to the control instruction sent by the decision and control module.
Further, the tire burst identification module comprises a plurality of tire burst identification submodules, and the tire burst identification submodules respectively correspond to one tire to judge whether the tire has a tire burst fault.
Furthermore, the environment perception module comprises a lane line submodule and a vehicle forward moving object submodule.
Further, the vehicle information module comprises a vehicle running speed submodule, a steering wheel angle submodule, a brake pedal angle submodule, an accelerator opening submodule and a driver torque application submodule on the steering system.
Furthermore, the decision and control module comprises a speed evaluation submodule, a decision submodule, a control rate calculation submodule and a control instruction output submodule.
The method for dealing with the vehicle tire burst by using the intelligent safety control system comprises the following steps:
1) identifying whether the vehicle has a tire burst fault or not, identifying the running environment of the vehicle and collecting the information of the vehicle;
2) making a decision according to the information identified and collected in the step 1) to generate a control instruction;
3) and realizing a control function according to a control instruction sent by the decision and control module.
Further, the process of identifying whether the vehicle has a flat tire fault includes identifying a tire location where the flat tire accident occurs.
Whether the vehicle has a tire burst fault is generally judged according to the change condition of the tire pressure of the sensor. The process of identifying the flat tire comprises the following steps:
Pi＜Pthreand at a certain time there is a tire pressure deceleration DPi＞DPthreIf the tyre is burst,
subscript i ═ 1, 2, 3, 4; respectively showing a left front tire, a right front tire, a left rear tire, and a right rear tire,
Pifor the tire pressure of the i-type tire,
Pthreis the tire pressure threshold value after the tire burst,
DPiwhen the tire is burst, i, the tire pressure of the tire is reduced,
DPthrefor tyre pressure in case of tyre burstAnd (4) reducing the speed threshold.
Further, the process of identifying the driving environment of the vehicle comprises identifying a lane line, a feasible region and a moving object in front of the vehicle, and the specific process comprises the following steps:
the lane line equation obtained by the sensor is as follows:
left lane line: yc01+c11x+c21x2+c31x3
Right lane line: yc02+c12x+c22x2+c32x3
Wherein, x y is two coordinate axes of automobile body coordinate system, and the automobile body coordinate system is: the origin is the foremost end of the vehicle, the x direction is the right front of the vehicle, and the y is vertical to the pre-x axis and is towards the left;
c01c11is a zero-order term coefficient of a left and right lane line equation and is related to the distance between the vehicle and the left and right lane lines,
c11c12is a linear coefficient of a left lane line equation and a right lane line equation, is related to an included angle between a vehicle and the left lane line and the right lane line,
c21c22is the quadratic coefficient of the equation of the left and right lane lines and is related to the curvature of the lane lines,
c31c32the coefficient of the cubic term of the equation of the left and right lane lines is related to the curvature change rate of the lane lines;
the lane centerline equation coefficients are calculated as follows:
Figure BDA0002665154230000031
Figure BDA0002665154230000032
Figure BDA0002665154230000033
Figure BDA0002665154230000034
the measurement of the front moving object is to measure the distance S between the vehicle and the front object and the speed V of the front objectm。
Further, the process of collecting the information of the vehicle comprises collecting the running speed of the vehicle, the turning angle of a steering wheel, the angle of a brake pedal, the opening degree of an accelerator and the torque information applied to a steering system by a driver.
Further, the process of making a decision and generating a control instruction in step 2) includes: speed evaluation, local path planning, decision making, control rate calculation and control instruction output.
The speed evaluation is to divide the running speed of the vehicle into three intervals of low-speed running, medium-speed running and high-speed running; each section threshold is determined according to the road condition, wherein the road condition refers to the road speed limit and the road curvature;
the vehicle running speed discrimination formula is as follows:
if the vehicle speed V isc≤Vthre1In order to drive at a low speed,
if the vehicle speed V isthre1<Vc≤Vthre2In order to drive at a medium speed,
if the vehicle speed V isc>Vthre2In order to run at a high speed,
wherein, the threshold value: vthre1＝k1KcVR
Vthre2＝k2KcVR
k1Is a threshold coefficient k1＝0.3，
k2Is a threshold coefficient k2＝0.6，
KcA coefficient relating to the curvature of the road,
VRequal to the road speed limit; if the road speed limit is less than 80km/h, VR＝80km/h；
The decision making process is to make an automatic control strategy according to a speed interval where the vehicle is located and obtained through speed evaluation, and the basic strategy is as follows: when the vehicle runs at low speed, the vehicle is controlled by the driver, the automatic control is not carried out, only an alarm signal is sent out,
when the vehicle runs at a medium speed, the driver mainly controls the vehicle, the automatic control is assisted, and simultaneously an alarm signal is sent out,
when the vehicle runs at a high speed, taking over the control of a driver in an automatic control mode and simultaneously sending out an alarm signal; the automatic control means that the steering wheel is controlled to move along the result of the local path planning, braking is not carried out, and inching brake control is carried out only when collision danger exists, under the condition, even if a driver brakes or controls an accelerator, an execution mechanism does not respond;
the control rate calculation means that when automatic control occurs, the torque and the angle required by the control of the steering wheel are calculated;
and a control rate calculation process:
at medium speed, additional torque is applied to the steering system according to the driver
Tz＝Kiz(V)TH
Wherein, THThe torque is applied to the driver and is obtained through CAN network information on the vehicle,
Kiz(V) is an additional coefficient at the time of tire puncture of the ith tire, the coefficient being related to the speed,
Kiz(V)＝a0+a1Vc+a2Vc 2
a0、a1、a2as a coefficient, by experimental calibration,
subscript i ═ 1, 2, 3, 4; respectively showing a left front tire, a right front tire, a left rear tire, and a right rear tire;
the vehicle control at high speed is calculated as follows:
calculating a control rate:
the applied torque to the steering is:
Tz＝Kiz(V)Uθ+TH
wherein, Uθ＝kc0C0+kc1C1+kc2C2-Aw
AwThe steering angle of the steering wheel is obtained by a vehicle steering torque sensor,
kc0、kc1、kc2controlling the proportionality coefficient; the test result is obtained by a calibration test,
the brake system control is calculated as follows:
braking is not carried out when the vehicle runs at a high speed, and the vehicle is controlled by a driver when the vehicle runs at a low speed;
when a moving object exists in front of the vehicle, the control and judgment of the braking system are as follows:
if Vc≤VmThe braking system does not perform the braking control,
if Vc＞VmWhen the deceleration A is requiredreq≤AthreThe braking system does not perform the braking control,
wherein the content of the first and second substances,
Figure BDA0002665154230000041
Athrethe deceleration threshold is the acceleration generated when the vehicle slides;
if Vc＞VmAnd A isreq＞AthreThe braking system carries out snub braking, and the snub braking control rate to the braking system is as follows:
Us＝ksS+kv(Vc-Vm)
ksis the proportionality coefficient of the distance S between the vehicle and the front object, is obtained by test calibration,
kvthe speed difference proportion coefficient of the vehicle and the front object is obtained by test calibration,
Vmthe speed of the moving object is obtained through the environment sensing module,
s is the distance from the vehicle to the moving object and is obtained through a sensing module,
the snub time interval is obtained through experimental calibration.
The invention discloses an intelligent safety control system and method for dealing with vehicle tire burst, which carries out intelligent decision according to multi-sensor information, then carries out alarm, intervenes by adopting modes of controlling a vehicle or assisting braking and the like, controls the vehicle to safely stop running and avoids the occurrence of malignant accidents. The control system and the control method have high intelligent degree and safety, and can effectively prevent and avoid accidents caused by tire burst faults.
Drawings
Fig. 1 is a block diagram of the intelligent safety control system for dealing with vehicle tire burst according to the present invention.
Detailed Description
The following describes an intelligent safety control system and method for dealing with vehicle tire burst according to the present invention in detail with reference to the accompanying drawings. In the description of the present invention, it is to be understood that the terms "left side", "right side", "upper", "lower", "bottom", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, "first", "second", etc., do not represent an important degree of the component parts, and thus are not to be construed as limiting the present invention. The specific dimensions used in the present example are only for illustrating the technical solution and do not limit the scope of protection of the present invention.
As shown in fig. 1, an intelligent safety control system for dealing with vehicle tire burst includes a tire burst recognition module a, an environment sensing module B, a vehicle information module C, a decision and control module D, and an execution mechanism E. The information generated by the tire burst identification module, the environment sensing module and the vehicle information module is input into the decision and control module, and the decision and control module controls the actuating mechanism. The tire burst identification module is used for identifying whether a tire burst fault occurs in the running process of the vehicle. The environment perception module is used for identifying the running environment of the vehicle. The vehicle information module is used for collecting the information of the vehicle. And the decision and control module makes a decision according to the information acquired by the tire burst identification module, the environment sensing module and the vehicle information module to generate a control instruction. And the executing mechanism realizes a control function according to the control instruction sent by the decision-making and control module.
The flat tire identification module comprises a plurality of flat tire identification submodules, the flat tire identification submodules respectively correspond to one tire, and whether the tire has a flat tire fault or not is judged. For example, in a general four-wheel car, the tire burst identification module includes a left front tire burst identification submodule, a right front tire burst identification submodule, a left rear tire burst identification submodule and a right rear tire burst identification submodule;
the tire burst identification method comprises the following steps:
Pi＜Pthreand there is tire pressure deceleration DP for a certain time (e.g. within 10 ms)i＞DPthre
Subscript i ═ 1, 2, 3, 4; respectively showing a left front tire, a right front tire, a left rear tire, and a right rear tire;
Pii is the tire pressure;
Pthreis the tire pressure threshold value after tire burst;
DPiwhen the tire is burst, i, the tire pressure of the tire is reduced;
DPthrea tire pressure deceleration threshold value when a tire is burst;
the environment sensing module comprises a lane line and a moving object in front of the vehicle. Generally, one or more of a camera sensor, a millimeter wave radar sensor and a laser radar sensor are adopted to complete the environment sensing function through data fusion.
The lane line equation can be derived by the sensors as follows:
left lane line: y ═ c01+c11x+c21x2+c31x3
Right lane line: y ═ c02+c12x+c22x2+c32x3
Wherein x y is two coordinate axes of the automobile body coordinate system, and the automobile body coordinate system is: the origin is the foremost end of the vehicle, the x direction is the right front of the vehicle, and the y is vertical to the pre-x axis and is towards the left;
c01c11a zero-order term coefficient of a left lane line equation and a right lane line equation is related to the distance between the vehicle and the left lane line and the right lane line;
c11c12is the first order coefficient of the left and right lane line equation, andthe vehicle is related to the included angle of the left lane line and the right lane line;
c21c22is a quadratic coefficient of a left lane line equation and a right lane line equation, and is related to the curvature of the lane lines;
c31c32the coefficient of the cubic term of the equation of the left and right lane lines is related to the curvature change rate of the lane lines;
the lane centerline equation coefficients are calculated as follows:
Figure BDA0002665154230000061
Figure BDA0002665154230000062
Figure BDA0002665154230000063
Figure BDA0002665154230000064
the measurement of the front moving object mainly comprises the measurement of the distance S between the vehicle and the front object and the speed V of the front objectm
The vehicle information module CAN obtain the vehicle running speed V mainly by reading the CAN network information on the vehiclecSteering wheel corner AwAngle A of brake pedalbAccelerator opening K and driver applied torque T to steering systemH；
The decision and control module comprises a speed evaluation submodule, a decision submodule, a control rate calculation submodule and a control instruction output submodule. The decision and control module is realized by a microcontroller.
The speed evaluation is mainly based on the road speed limit and curvature to evaluate whether the vehicle speed is low-speed running, medium-speed running and high-speed running according to the following judgment formula:
if the vehicle speed V isc≤Vthre1Driving at low speed;
if the vehicle speed V isthre1<Vc≤Vthre2The vehicle runs at a medium speed;
if the vehicle speed V isc>Vthre2High-speed driving is realized;
wherein the threshold value is as follows: vthre1＝k1KcVR
Vthre2＝k2KcVR
k1Is a threshold coefficient k1＝0.3；
k2Is a threshold coefficient k2＝0.6；
KcA road curvature related coefficient;
VRequal to the road speed limit; if the road speed limit is less than 80km/h, VR＝80km/h；
The decision module gives out a control strategy according to the speed evaluation result
The control strategy is as follows:
when the vehicle runs at a low speed, the vehicle is controlled by a driver, automatic control is not performed, and only an alarm signal is sent out;
when the vehicle runs at a medium speed, a driver mainly controls the vehicle, automatic control is assisted, and meanwhile an alarm signal is sent out;
when the vehicle runs at a high speed, taking over the control of a driver in an automatic control mode and simultaneously sending out an alarm signal; the automatic control means that the steering wheel is controlled to move along the result of the local path planning, generally, braking is not carried out, and the inching brake control is carried out only when collision danger exists, under the condition, even if a driver brakes or controls an accelerator, an execution mechanism does not respond;
and a control rate calculation submodule:
at medium speed, additional torque is applied to the steering system according to the driver torque
Tz＝Kiz(V)TH
Wherein: t isHApplying torque to the driver; obtaining the information through CAN network information on the vehicle;
Kiz(V) addition in case of i-th tire burstA coefficient, the coefficient being related to the velocity;
Kiz(V)＝a0+a1Vc+a2Vc 2
a0、a1、a2as a coefficient, calibrating by experiment;
subscript i ═ 1, 2, 3, 4; respectively showing a left front tire, a right front tire, a left rear tire, and a right rear tire;
the vehicle control at high speed is calculated as follows:
calculating a control rate:
the applied torque to the steering is:
Tz＝Kiz(V)Uθ+TH
wherein:
Uθ＝kc0C0+kc1C1+kc2C2-Aw
Awthe steering angle of the steering wheel is obtained through a vehicle steering torque sensor;
kc0、kc1、kc2controlling the proportionality coefficient; obtained through a calibration test;
the brake system control is calculated as follows:
the brake is not generally carried out when the vehicle runs at a high speed, and the vehicle can be controlled by a driver when the vehicle slides at a low speed;
however, when there is a moving object in front, the control and judgment of the braking system are as follows:
if Vc≤VmBrake system without brake control
If Vc＞VmWhen the deceleration A is requiredreq≤AthreBrake system without brake control
Wherein:
Figure BDA0002665154230000081
Athrethe deceleration threshold is generally the acceleration generated when the vehicle is coasting;
if Vc＞VmAnd A isreq＞AthreThe braking system carries out snub braking, and the snub braking control rate to the braking system is as follows:
Us＝ksS+kv(Vc-Vm)
ksthe proportional coefficient of the distance S between the vehicle and the front object is obtained through test calibration;
kvthe speed difference proportion coefficient of the vehicle and the front object is obtained through test calibration;
Vmthe speed of the moving object is obtained through an environment sensing module;
s is the distance from the vehicle to a moving object and is obtained through a sensing module;
the snub time interval is obtained through experimental calibration;
the main function of the execution mechanism module is to realize the control function according to the control instruction sent by the decision and control module.
The actuating mechanism comprises a steering wheel system, a braking system, an accelerator control, an acousto-optic-electric alarm and the like. The control of the steering wheel system can be completed by an electronic power-assisted system (EPS, also can be a steer-by-wire system, and the brake system is completed by an electronic stability system (EPS), also can be a brake-by-wire system.
The method for dealing with the vehicle tire burst by using the intelligent safety control system comprises the following steps:
1) identifying whether the vehicle has a tire burst fault or not, identifying the running environment of the vehicle and collecting the information of the vehicle;
2) making a decision according to the information identified and collected in the step 1) to generate a control instruction;
3) and realizing a control function according to a control instruction sent by the decision and control module.
The process of identifying whether a flat tire fault exists for a vehicle includes identifying a tire location at which the flat tire fault occurred. Whether the vehicle has a tire burst fault is generally judged according to the change condition of the tire pressure of the sensor. For example, in a general four-wheel car, it is recognized whether or not a left front, a right front, a left rear, or a right rear tire is flat, and which tire is flat.
The process of identifying the driving environment of the vehicle comprises identifying a lane line, a feasible region and a moving object in front of the vehicle. The moving object in front of the vehicle generally comprises the vehicle, the pedestrian, the non-motor vehicle and the like.
The process of collecting the information of the vehicle comprises collecting the running speed, the steering wheel angle, the brake pedal angle, the accelerator opening and the gear information of the vehicle. The above information is the vehicle information itself, and is available in the vehicle intranet. Velocity information may also be obtained by a satellite positioning system.
The process of making a decision and generating a control instruction in the step 2) comprises the following steps: speed evaluation, local path planning, decision making, control rate calculation and control instruction output.
The speed evaluation is to divide the vehicle running speed into three sections of low-speed running, medium-speed running, and high-speed running. Each section threshold is determined according to road conditions, traffic flow on the road and the like, the road conditions refer to road speed limit, road curvature and the like, and speed evaluation is performed by adopting a fuzzy mathematical method.
The local path planning refers to avoiding vehicle collision and planning an optimal driving path of a vehicle in a driving area.
The decision making process is to make an automatic control strategy according to a speed interval where the vehicle is located and obtained through speed evaluation, and the basic strategy is as follows: when the vehicle runs at a low speed, the vehicle is controlled by a driver, automatic control is not performed, and only an alarm signal is sent out;
when the vehicle runs at a medium speed, a driver mainly controls the vehicle, automatic control is assisted, and meanwhile an alarm signal is sent out;
when the vehicle runs at a high speed, taking over the control of a driver in an automatic control mode and simultaneously sending out an alarm signal; automatic control means that the steering wheel is controlled to travel along the result of the local path planning, generally without braking, and the inching brake control is performed only when there is a risk of collision, in which case the actuator does not respond even if the driver brakes or controls the accelerator.
The control rate calculation means that when automatic control occurs, the torque and angle required by steering wheel control are calculated.
The invention discloses an intelligent safety control system and method for dealing with vehicle tire burst, which can be independently completed as a system and can also be used as a subsystem in advanced Assistant Driving (ADAS) and unmanned driving. The control system of the invention is divided into five modules according to functions, but the control system can be divided into different modules in any combination according to the situation.
Based upon the foregoing description of the preferred embodiment of the invention, it should be apparent that the invention defined by the appended claims is not limited solely to the specific details set forth in the foregoing description, as many apparent variations thereof are possible without departing from the spirit or scope thereof.

Claims (10)

1. An intelligent safety control system for dealing with vehicle tire burst is characterized by comprising a tire burst identification module, an environment sensing module, a vehicle information module, a decision and control module and an execution mechanism; the information generated by the tire burst identification module, the environment sensing module and the vehicle information module is input into the decision and control module, and the decision and control module controls the actuating mechanism; the tire burst identification module is used for identifying whether a tire burst fault occurs in the running process of the vehicle; the environment perception module is used for identifying the running environment of the vehicle; the vehicle information module is used for acquiring the information of the vehicle; the decision and control module makes a decision according to information collected by the tire burst recognition module, the environment sensing module and the vehicle information module to generate a control instruction; and the executing mechanism realizes a control function according to the control instruction sent by the decision and control module.
2. The intelligent safety control system for dealing with vehicle tire burst according to claim 1, wherein the tire burst recognition module comprises a plurality of tire burst recognition sub-modules, and the plurality of tire burst recognition sub-modules correspond to one tire respectively to judge whether the tire has a tire burst fault.
3. The intelligent safety control system for dealing with vehicle tire burst according to claim 1, wherein the environment sensing module comprises a lane line identification submodule and a vehicle moving object identification submodule.
4. The intelligent safety control system for dealing with vehicle tire burst according to claim 1, characterized in that the vehicle information module comprises a vehicle running speed submodule, a steering wheel angle submodule, a driver torque application submodule to a steering system submodule, a brake pedal angle submodule and an accelerator opening submodule.
5. The intelligent safety control system for dealing with the vehicle tire burst according to claim 1, wherein the decision and control module comprises a speed evaluation submodule, a decision submodule, a control rate calculation submodule and a control instruction output submodule.
6. An intelligent safety control system method for dealing with vehicle tire burst is characterized by comprising the following steps:
1) identifying whether the vehicle has a tire burst fault or not, identifying the running environment of the vehicle and collecting the information of the vehicle;
2) making a decision according to the information identified and collected in the step 1) to generate a control instruction;
3) and realizing a control function according to a control instruction sent by the decision and control module.
7. The intelligent safety control method for dealing with vehicle tire burst according to claim 6, wherein the process of identifying whether the vehicle has a tire burst fault comprises identifying a tire position where a tire burst accident occurs; the process of identifying the flat tire comprises the following steps:
Pi＜Pthreand at a certain time there is a tire pressure deceleration DPi＞DPthreIf the tyre is burst,
subscript i ═ 1, 2, 3, 4; respectively showing a left front tire, a right front tire, a left rear tire, and a right rear tire,
Pifor the tire pressure of the i-type tire,
Pthreis the tire pressure threshold value after the tire burst,
DPiwhen the tire is burst, i, the tire pressure of the tire is reduced,
DPthreis the tire pressure deceleration threshold value when the tire is burst.
8. The intelligent safety control method for dealing with vehicle tire burst according to claim 6, wherein the process of identifying the vehicle driving environment comprises identifying lane lines, feasible regions and moving objects in front of the vehicle, and the specific process is as follows:
the lane line equation obtained by the sensor is as follows:
left lane line: y ═ c01+c11x+c21x2+c31x3
Right lane line: y ═ c02+c12x+c22x2+c32x3
Wherein, x y is two coordinate axes of automobile body coordinate system, and the automobile body coordinate system is: the origin is the foremost end of the vehicle, the x direction is the right front of the vehicle, and the y is vertical to the pre-x axis and is towards the left;
c01 c11is a zero-order term coefficient of a left and right lane line equation and is related to the distance between the vehicle and the left and right lane lines,
c11 c12is a linear coefficient of a left lane line equation and a right lane line equation, is related to an included angle between a vehicle and the left lane line and the right lane line,
c21 c22is the quadratic coefficient of the equation of the left and right lane lines and is related to the curvature of the lane lines,
c31 c32the coefficient of the cubic term of the equation of the left and right lane lines is related to the curvature change rate of the lane lines;
the lane centerline equation coefficients are calculated as follows:
Figure FDA0002665154220000021
Figure FDA0002665154220000022
Figure FDA0002665154220000023
Figure FDA0002665154220000024
the measurement of the front moving object is to measure the distance S between the vehicle and the front object and the speed V of the front objectm。
9. The intelligent safety control method for dealing with vehicle tire burst according to claim 6, characterized in that the process of collecting the vehicle information comprises collecting the vehicle running speed, the steering wheel angle, the brake pedal angle, the accelerator opening degree and the torque applied to the steering system by the driver.
10. The intelligent safety control method for dealing with vehicle tire burst according to claim 6, wherein the process of making a decision and generating a control command in the step 2) comprises: speed evaluation, decision making, control rate calculation and control instruction output;
the speed evaluation is to divide the running speed of the vehicle into three intervals of low-speed running, medium-speed running and high-speed running; each section threshold is determined according to the road condition, wherein the road condition refers to the road speed limit and the road curvature;
the vehicle running speed discrimination formula is as follows:
if the vehicle speed V isc≤Vthre1In order to drive at a low speed,
if the vehicle speed V isthre1<Vc≤Vthre2In order to drive at a medium speed,
if the vehicle speed V isc>Vthre2In order to run at a high speed,
wherein, the threshold value: vthre1＝k1KcVR
Vthre2＝k2KcVR
k1Is a threshold coefficient k1＝0.3，
k2Is a threshold coefficient k2＝0.6，
KcA coefficient relating to the curvature of the road,
VRequal to the road speed limit; if the road speed limit is less than 80km/h, VR＝80km/h；
The decision making process is to make an automatic control strategy according to a speed interval where the vehicle is located and obtained through speed evaluation, and the basic strategy is as follows: when the vehicle runs at low speed, the vehicle is controlled by the driver, the automatic control is not carried out, only an alarm signal is sent out,
when the vehicle runs at a medium speed, the driver mainly controls the vehicle, the automatic control is assisted, and simultaneously an alarm signal is sent out,
when the vehicle runs at a high speed, taking over the control of a driver in an automatic control mode and simultaneously sending out an alarm signal; the automatic control means that the steering wheel is controlled to move along the result of the local path planning, braking is not carried out, and inching brake control is carried out only when collision danger exists, under the condition, even if a driver brakes or controls an accelerator, an execution mechanism does not respond;
the control rate calculation means that when automatic control occurs, the torque and the angle required by the control of the steering wheel are calculated;
and a control rate calculation process:
at medium speed, additional torque is applied to the steering system according to the driver
Tz＝Kiz(V)TH
Wherein, THThe torque is applied to the driver and is obtained through CAN network information on the vehicle,
Kiz(V) is an additional coefficient at the time of tire puncture of the ith tire, the coefficient being related to the speed,
Figure FDA0002665154220000031
a0、a1、a2is a coefficient, byThe test and calibration are carried out,
subscript i ═ 1, 2, 3, 4; respectively showing a left front tire, a right front tire, a left rear tire, and a right rear tire;
the vehicle control at high speed is calculated as follows:
calculating a control rate:
the applied torque to the steering is:
Tz＝Kiz(V)Uθ+TH
wherein, Uθ＝kc0C0+kc1C1+kc2C2-Aw
AwThe steering angle of the steering wheel is obtained by a vehicle steering torque sensor,
kc0、kc1、kc2controlling the proportionality coefficient; the test result is obtained by a calibration test,
the brake system control is calculated as follows:
braking is not carried out when the vehicle runs at a high speed, and the vehicle is controlled by a driver when the vehicle runs at a low speed;
when a moving object exists in front of the vehicle, the control and judgment of the braking system are as follows:
if Vc≤VmThe braking system does not perform the braking control,
if Vc＞VmWhen the deceleration A is requiredreq≤AthreThe braking system does not perform the braking control,
wherein the content of the first and second substances,
Figure FDA0002665154220000041
Athrethe deceleration threshold is the acceleration generated when the vehicle slides;
if Vc＞VmAnd A isreq＞AthreThe braking system carries out snub braking, and the snub braking control rate to the braking system is as follows:
Us＝ksS+kv(Vc-Vm)
ksis the proportionality coefficient of the distance S between the vehicle and the front object, is obtained by test calibration,
kvthe speed difference proportion coefficient of the vehicle and the front object is obtained by test calibration,
Vmthe speed of the moving object is obtained through the environment sensing module,
s is the distance from the vehicle to the moving object and is obtained through a sensing module,
the snub time interval is obtained through experimental calibration.
CN202010919277.XA 2020-09-03 2020-09-03 Intelligent safety control system and method for dealing with vehicle tire burst Pending CN111994067A (en)

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