Safety and Stability Control System against Vehicle Tire Burst
20210188252 · 2021-06-24
Inventors
Cpc classification
B60W2510/182
PERFORMING OPERATIONS; TRANSPORTING
B60C23/00
PERFORMING OPERATIONS; TRANSPORTING
B60W10/18
PERFORMING OPERATIONS; TRANSPORTING
B60W50/00
PERFORMING OPERATIONS; TRANSPORTING
B60W10/22
PERFORMING OPERATIONS; TRANSPORTING
G07C5/02
PHYSICS
B60W2050/0037
PERFORMING OPERATIONS; TRANSPORTING
B60W10/04
PERFORMING OPERATIONS; TRANSPORTING
B60T8/17558
PERFORMING OPERATIONS; TRANSPORTING
B60W10/20
PERFORMING OPERATIONS; TRANSPORTING
B60W40/12
PERFORMING OPERATIONS; TRANSPORTING
B60W30/02
PERFORMING OPERATIONS; TRANSPORTING
International classification
B60W30/02
PERFORMING OPERATIONS; TRANSPORTING
B60W10/04
PERFORMING OPERATIONS; TRANSPORTING
B60W10/18
PERFORMING OPERATIONS; TRANSPORTING
B60W10/20
PERFORMING OPERATIONS; TRANSPORTING
B60W10/22
PERFORMING OPERATIONS; TRANSPORTING
B60W40/12
PERFORMING OPERATIONS; TRANSPORTING
B60W50/00
PERFORMING OPERATIONS; TRANSPORTING
Abstract
Disclosed is a car flat tire safety and stability control method for manned and unmanned vehicles based on vehicle braking, driving, steering and suspension systems. The method establishes flat tire determination by tire pressure detection, a state tire pressure and a mechanical steering state, and adopts a car tire burst safety and stability control mode, model and algorithm, and a control structure and procedure. Based on a flat tire state point, the control over vehicle braking, driving and steering, a steering wheel gyroscopic force and suspension balancing is executed in a coordinated manner by means of switching between entering and exiting flat tire control and between a normal mode and a flat tire control mode, thereby realizing overlapped flat tire control of a real or unreal flat tire process. In the case of sharp changes in a flat tire process state, a flat tire wheel and a vehicle motion state, the technical problems of the severe instability of wheels and a vehicle due to a flat tire, the technical difficulties in controlling an extreme flat tire state are resolved, and the problem of the car flat tire safety technology is solved.
Claims
1-18. (canceled)
19. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. The system is a control system of steady state of wheel, steady state steering of vehicle and driving stability of vehicle, which adapts to state process of tire burst vehicle and it can realize driving direction, vehicle attitude, lane keeping, path tracking, anti-collision and balance control of vehicle body. One of tire burst pattern recognition and tire burst determination determined by models of relevant parameters that include wheel, vehicle steering, vehicle running state and control parameters. Under condition of which tire burst judgement is determined, a qualitative condition, quantitative judgment mode or/and model are adopted. When a qualitative condition, or/and qualitative judgment mode, or/and value determined by judgment model is reached, the vehicle can enter tire burst control or exit from tire burst control. Based on state process of tire burst vehicle, the tire burst vehicle adopts one of control and control mode conversion of program, protocol and external converter set in electronic control units. The program conversion: for vehicle in which tire burst and non-burst control adopt a same electronic control unit, the electronic control unit call conversion subroutine of control and control mode in the electronic control unit to realize the tire burst control and mode conversion automatically. Protocol conversion: the control and control mode conversion between burst tire control and non-burst tire control of vehicle are realized automatically according to the communication protocol between two electronic control units used in tire burst and non-burst tire control of vehicle. The conversions of control and control mode include entering and exiting of tire burst control, control and control mode conversion between tire burst and non-tire burst, control and control mode conversion of control parameters and types of brake, steering, drive or/and suspension in control periods and its logic cycle. In tire burst control process of vehicle, absolute and relative coordinate systems of vehicle are set, to calibrate direction of relevant angle and torque of parameters in coordinate system. A mathematical logic of direction judgement of relevant parameters that include steering angle and steering torque of tire burst vehicle is established to determine direction of the parameters. A tire burst braking control with independent control characteristics is adopted by tire burst vehicle. Additional yaw moment M.sub.u used for restoring stability control of tire burst vehicle is determined. Distribution of additional yaw moment M.sub.u for each wheel can use braking force Q.sub.i, or uses one of parameter form of angle deceleration {dot over (ω)}.sub.i and slip ratio S.sub.i of each wheel. The braking force Q.sub.i of each wheel is indirectly or directly adjusted by means of specific control variables which include angle deceleration {dot over (ω)}.sub.i, Slip ratio S.sub.i of wheel, to improve response characteristics to brake control device of tire burst vehicle. One of wheel brake steady-state A control, vehicle brake steady-state C control, wheel balancing brake B control, total braking force D control, as well as the logic combination of control type of A, B, C, D is adopted in logic cycle of control time H.sub.h of vehicle braking, to adapted to tire burst state process of vehicle. During steering process of tire burst vehicle, the system adopts one of rotation moment control of steering of tire burst vehicle, which include limitation control of rotation angle velocity {dot over (δ)}.sub.bi or/and rotation angle δ of steering wheel, or balance control of additional balancing moment M.sub.a2 and tire burst rotation torque M.sub.b′, or rotation moment M.sub.c control of steering wheel. According to the rotation force control mode, or model or/and algorithm adopted by the controller of power steering assisted, the device of power assist steering can provide a corresponding steering assist or resistance torque at any angle position of steering wheel of steering system of tire burst vehicle, so as to realize steering rotation torque control of the tire burst vehicle.
20. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Definition to vehicle tire burst: whether the tire burst of wheel is real or not real, the tire burst of vehicle is determined by “abnormal state” characterized to parameters of motion state and structural mechanics of wheel, steering mechanics state parameters of vehicle, vehicle running state and tire burst control parameters that is as a qualitative and quantitative index and qualitative condition, when the qualitative conditions and quantitative condition are achieved. Under the condition of tire burst and normal working conditions, the recognition pattern expressed by various abnormal states characterizing of motion and mechanics parameters of wheel, vehicle steering and vehicle is called tire burst pattern recognition Definition of tire burst state pattern recognition: according to dynamic state and parameters of wheel, or/and steering of vehicle and vehicle, which is referred to as tire burst pattern recognition. Tire burst pattern recognition that include state tire pressure p.sub.re and characteristic tire pressure x.sub.b, x.sub.c, x.sub.d. The system uses one of tire burst pattern recognition of tire pressure detected by sensor, state tire pressure p.sub.re, characteristic tire pressure x.sub.b, x.sub.c, x.sub.d. 1). Tire pressure sensing of sensor and tire burst pattern recognition of detection tire pressure. An active and non-contact tire pressure sensor (TPMS) is used by measure of tire pressure. The TPMS is mainly composed of the transmitter set on the wheel and the receiver set on the vehicle body. The transmitter and receiver adopts two-way communication mode of radio frequency unidirectional or RF and low-frequency. The transmitter adopts a high integration chip which is integrated by sensor, calling and micro controller (MCU), radio frequency (RF) transmitting and circuit. The transmitter sets two modes of sleep and working. The transmitter adopt a technology in which manly includes signal detection period is adjustable, the number of signal emission period is limited, and the signal emission period automatically adjusts, to meet performance requirements of tire pressure detection of tire burst control system under tire burst condition, and to extend service life of energy supply. Sampling period and transmit period H.sub.e of tire pressure detection signals are set. The H.sub.e is a set value or a dynamic value. The H.sub.e of signal transmission decreases with the reducing of measured tire pressure value, and decreases with the increasing of change rate of tire pressure detected by sensor; from this, to meet requirements of transmission of tire pressure signal under normal and burst conditions. In the process of tire pressure monitoring, the tire burst pattern recognition is determined according to tire pressure detected by tire pressure sensor. 2). Tire burst pattern recognition of characteristic tire pressure and state tire pressure (1). Tire burst pattern recognition in state stage for tire burst. One of following tire burst pattern recognition is used. i. Tire burst pattern recognition of characteristic tire pressure x.sub.b of wheel motion state. Based on types of non driving and non braking, driving, braking of vehicle, the x.sub.b is referred to as pattern recognition of characteristic tire pressure. The x.sub.b is made by comparison of a same parameter which is determined by non-equivalent relative parameters D.sub.k and equivalent relative parameters D.sub.e of two wheels of wheelset. Defining to relative parameter set D.sub.b of two-wheels of wheelset: the set of same parameters adopted by two-wheel of wheelset. Defining to non-equivalent relative parameters set D.sub.k: relative parameters in D.sub.b which are not processed by equivalence. Defining to some parameters set E.sub.n: under condition of which value of one or several of relative parameters in D.sub.b adopted by two-wheels of wheelset is equal or equivalent equal, the set of the parameters is known as parameters set E.sub.n. Defining to equivalent relative parameter of two-wheels of wheelset: under condition of which one or several parameters in E.sub.n taken separately by two-wheel of wheelset is equal or equivalent equal, one non-equivalent relative parameter taken in D.sub.k is converted to one equivalent relative parameter in D.sub.e by converting models and algorithms, the set of equivalent relative parameters be called as set D.sub.e. Equivalent relative parameter deviation between two wheels of wheelset in D.sub.e is defined or is determined. Related parameter or/and parameter value taken in equivalent relative parameter D.sub.e of two wheels of wheelset are compared to make tire burst pattern recognition of characteristic tire pressure x.sub.b. Defining to wheelset: two wheels of front axle and rear axle or diagonal arrangement are wheelset. Defining to balance wheelset: two wheels of wheelset of which braking force, driving force or ground force acting on the second wheel have opposite directions to the vehicle centroid torque. ii. Tire burst pattern recognition of characteristic tire pressure x.sub.c for steering mechanics state of vehicle. This pattern recognition is determined by steering mechanics state and parameters of vehicle. Based on characteristic of which tire burst rotation moment M.sub.b′ transfer to steering wheel, direction of tire burst rotation moment M.sub.b′ can be determined by rotation torque M.sub.c and ΔM.sub.c of steering wheel, rotation angle δ and increment Δδ, of steering under conditions of which the size and direction of δ, M.sub.c, Δδ and ΔM.sub.c are determined, at a critical point of size for M.sub.b′. Based on the direction of M.sub.b′, the tire burst pattern recognition and recognition logic are established. Burst pattern recognition characteristic tire pressure x.sub.c of vehicle steering mechanics state is determined. iii, Tire burst pattern recognition of characteristic tire pressure x.sub.d for vehicle motion state. Under tire burst state, unbalanced yaw moment for vehicle, namely, tire burst yaw moment M′.sub.u to vehicle mass center is produced by wheel forces of which ground exert on tire burst wheel and other wheels, to result in changes of vehicle motion state and state parameters. The tire burst pattern recognition of characteristic tire pressure x.sub.d is determined by mathematical model with modeling parameters which manly include yaw angle velocity deviation steering e.sub.ω.sub.
21. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Setting tire burst judgement period H.sub.v. The system uses one of tire burst judgment mode of tire pressure detected by sensor, state tire pressure p, characteristic tire pressure x.sub.b, x.sub.c, x.sub.d. Based on one of the tire burst pattern recognition, a judgment mode and judgment logic of front axle and rear axle or diagonally arranged wheel pairs for tire burst are established. Based on the judgment logic, tire burst, or/and tire burst wheel, or/and tire burst wheel pair, or/and tire burst balance wheel pair are determined. 1). Tire burst determination of tire burst pattern recognition for tire pressure detected by sensor. Based on the series decreasing logic threshold a.sub.pi from a.sub.pn . . . a.sub.p2 to a.sub.p1, the tire burst mode recognition sets or does not set threshold from a.sub.pn to a.sub.p3. Where, the a.sub.pn is standard tire pressure value. The threshold value adopted by the tire burst pattern recognition is a.sub.p2 or a.sub.p1. The value a.sub.p1 of tire pressure is 0, and the a.sub.p2 is a set value that is greater than 0. When tire pressure reaches threshold a.sub.pt or a.sub.p2, the tire burst judgment is established. (1). Tire burst Judgment in state stage of tire burst. i. In tire burst judgement cycle of each period H.sub.v, condition or/and model of tire burst judgement are set. Based on one of tire burst pattern recognition of characteristic tire pressure x.sub.b, x.sub.c, x.sub.d, state tire pressure p.sub.re and tire pressure detected by sensor, tire burst judgment condition or/and judgment model are set, which include threshold model. Threshold value should be set, and judgement logic is determined. When the value determined by threshold model reaches set threshold value, the tire burst judgment is established, otherwise, the tire burst determination is not established. (2). Determination of tire burst in tire burst control stage i. In process of tire burst control and tire burst judgement cycle of periods H.sub.v, the characteristics of tire burst state and the values of characteristic functions x.sub.b, x.sub.c, x.sub.d, p.sub.re may convert each other among x.sub.b, x.sub.c, x.sub.d, p.sub.re. In view of the transferring of tire burst characteristics and eigenvalues, tire burst determination model is established by relevant parameters in x.sub.b, x.sub.c, x.sub.d and x.sub.d. Based on control states and types of non-driving and non-braking, driving, braking, straight running and turning of vehicles, the judgment of tire burst is achieved by burst judgement model. In the control stage of tire burst of vehicle, one of the judgement model of state tire pressure p.sub.re[x.sub.b, x.sub.c, x.sub.d] or p.sub.re [x.sub.b, x.sub.d] is used to determine tire burst of wheel and vehicle. The judgment model of tire burst uses logic threshold model. The logic threshold value is set and judgement logic is determined. When the value of relevant parameters or tire pressure p.sub.re reaches the threshold value, the judgment of tire burst in tire burst control stage is maintained, and tire burst control of vehicle continues. When the value determined by threshold model do not reach the threshold value, the tire burst control of vehicle exits. ii. A logic assignment for tire burst determining is expressed by positive and negative (“+” and “−”) of mathematical symbols. The logic symbols (+, −) in process of electronic control are expressed by high or low electric level, or specific logic symbols code that include numbers and letter. When tire burst is determined, tire burst controller or a central master computer sends a tire burst signal I.
22. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. The system uses entry control or/and exiting control for tire burst. (1). Entering of tire burst control of vehicle Under condition of which tire burst of vehicle is determined, entering of tire burst control of vehicle adopts qualitative condition, or/and judgment mode, or/and model. The qualitative conditions manly include motion state condition of vehicle, or/and environmental identification. The judgment model includes logical threshold model. Threshold and decision logic are set. Single parameter or/and multi-parameter threshold model is adopted. According to decision logic, the determination of entering for tire burst control is realized by achieving threshold of threshold model. i. The single-parameter threshold model includes a threshold model with parameter of vehicle speed u.sub.x. The threshold value a.sub.ua is a value set by vehicle speed u.sub.x. ii. In multi-parameter threshold model, threshold value a.sub.ub is determined by model with parameters that includes speed u.sub.x, steering wheel angle δ or/and friction coefficient μ.sub.i. The a.sub.ub is a function of speed u.sub.x, steering wheel angle δ or/and friction coefficient μ.sub.i. The function value of a.sub.ub is reduced with the increase of rotation angle δ of steering wheel. The a.sub.ub is a increasing function with increment of friction coefficient μ.sub.i. When the value determined by the threshold model reaches the threshold value, vehicle enters tire burst control. (2). Exiting of tire burst control of vehicle A qualitative condition, or/and judgment mode, or/and judgement model are set. The qualitative conditions include state condition of vehicle motion, or/and environmental identification, or/and whether tire burst judgment is established, or/and whether manual control exiting interface for tire burst is set. The model of exiting of tire burst control of vehicle includes a logic threshold model. The logic threshold model uses a single parameter or/and multi-parameter threshold model. When reaching the exiting condition determined by a model, the exiting of tire burst control is realized. One of following specific types is adopted. i. Exiting of tire burst control in tire burst control progress of vehicle. According to tire burst mode recognition determined by tire burst control status and its parameters, and according to the qualitative conditions, or/and mode, or/and model of exiting of tire burst control, the tire burst control is maintained when judgement of tire burst is established. Otherwise, tire burst control is exited. ii. Under the condition of which the judgment of tire burst is established, and according to one of the tire pressure detected by the sensor, characteristic tire burst and state tire pressure, the determined tire burst judgment is not established, or the judgment is changed from established to not established, the tire burst control exits. iii. Tire burst control exiting determined by manual operation interface. When exiting signal of tire burst control determined by manual operation controller (RCC) arrives, tire burst control exits. (3). When burst control of vehicle entering or exiting, the master controller or the master control computer sends out signals of the burst control entering signal i.sub.a or exiting signal i.sub.b. The exiting of tire burst control of vehicle has a specific function and significance for state tire pressure or characteristic tire determined by this system; it make abnormal state for vehicle under normal and tire burst conditions control become a integrate, so that, the tire burst control does not depend on fetters of tire pressure detected by sensor.
23. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, the system uses transformation of tire burst control, control mode and control model adapted to state process of tire burst vehicle. (1). The system uses one or several of following conversion of control, control mode, control model. i. For level of vehicle. Conversion of control and control modes that include entering and exiting of tire burst control of vehicle, conversion of control and control mode between normal working condition and tire burst conditions of the vehicle. The conversion is carried by tire burst control entering or exiting signals i.sub.a, i.sub.b as switching signals. ii. For local level of vehicle, it includes tire burst control for braking, steering, or/and suspension. In state process of tire burst control of vehicle, tire burst control of vehicle adopts a conversion mode which adapts to control characteristics of braking, steering or/and suspension, according to change of vehicle state process. iii. For level of coordinated control of vehicle braking, steering, or/and suspension to tire burst, it includes the coordinated controls and control mode conversions of tire burst braking, steering or/and suspension. iv. For level of coordinated control to tire burst control mode or type with other related control modes or control type of vehicle system. The Conversions include conversions of coordinated control of braking with throttle or/and fuel injection of engine , conversions of coordinated control for braking with fuel power driving or electric driving of vehicle, conversions of coordinated controls for tire burst steering rotation force with rotation angle of directive wheel, according to the regulations and procedures of coordination control. v. According to starting point, transition point and critical point of tire burst state of wheel and vehicle, the tire burst state process and control process of vehicle are divided into several state control periods or stages. The control period and its logical cycle are set based on the parameters and types of tire burst control. The upper and lower level control periods or stages of tire burst are set. Superior control period includes early stage of control of burst tire, or/and control period of real burst tire, or/and control period of tire burst inflection point, or/and control period of separation for rim and tire. In superior control periods, the control mode conversion is realized by converting signals. The lower level control period or stages include control cycle of periods or stages of control parameters and control types for tire burst, the control mode conversion of control parameters and control types for tire burst is realized by converting signals. The tire burst control is more accurate and can meet the requirements of drastic change of tire burst state by control mode and model conversion in each control cycle of lower level control period. (2). Conversion way or type of tire burst control and control mode One of conversions of modes or types which include program converter, protocol converter and external converter are adopted by controller, according to the different mode or type of the electronic control unit set by tire burst controller and the on-board controller. i. The program conversion way or type. An electronic control unit is set up by tire burst controller and corresponding on-board system as an entirety. The electronic control unit takes conversion signals that include burst tire signal I, related control signals of each subsystem and control type in each control cycle as switch, and calls conversion subroutine of control mode stored in the electronic control unit, to realize automatically conversion of controls and control modes. The conversions of control modes of various kinds include entering and exiting of tire burst control, or/and conversions of control and control mode of non-burst tire and burst tire, conversions of control and control modes in control periods or stages of control parameters and control modes. ii. Protocol conversion way or type. The electronic control unit set by the tire burst controller and the electronic control units set by vehicle control system are provided independently. The communication interface and protocol between the two electronic control units are set up. According to the communication protocol, the electronic control units (ECU) uses conversion signals to realize conversion of various kinds of control and control modes. iii. Way or type of conversion of external converter of electronic control units. When ECU set by tire burst controller and ECU of the on-board system are provided independently, and there is no communication protocol between the two electronic control units, an external converter is set. External converter includes pre converter and post converter set on ECU. The former converter and the latter converter can realize conversion of control and control modes by changing input states and output states of control parameters of controllers. Defining input state of the signals of electronic control unit: the two states where the electronic control unit have or does not have input of signals. Changing of input state of the signals is a signals convert from input state of existing signals into input state of non-signals, or a convert from input state of non-signals into input state of existing signals. Similarly, signals output state of electronic control unit refers to state where the electronic control units has or do not have signal output. Changing of the output state of signals is a convert of signals from output state of the existing signals into the output state of non-signal, or convert from output state of non-signals into the output state of existing signals. The tire burst control is more accurate and can meet requirements of drastic change of tire burst state of vehicle by conversion of various control modes and model.
24. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, the system uses direction determination of related parameter of tire burst vehicle, which is referred to tire burst direction determination. i. Coordinate system, calibration of parameter direction and direction judgment logic of parameters to tire burst are set, In coordinate system, calibration of relevant parameters includes: calibration of rotation direction of angle or/and torque direction, or/and calibration of forward travel direction and return travel direction of angle or/and torque, or/and calibration of increment direction and decrement direction of angle or/and torque. Based on calibration of direction of relevant parameters, the mathematical logic of direction judgment of relevant parameters that include angle or/and torque is established, and configuration of logical combination of relevant parameters is determined. ii. According to different settings of angle or/and torque parameters, or/and different settings of detection sensors, modes of direction judgement of related parameters for tire burst are determined. This modes include angle torque mode or angle mode. iii. The coordinate system determined by this system provides a technical platform to data processing of relevant parameters which include power steering, active steering and steering by wire control of manned and unmanned vehicles.
25. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. The tire burst direction determination mainly includes coordinate system, calibration of related parameter direction and direction judgment logic of tire burst. Direction determination of steering parameters for tire burst vehicles is one basic conditions to realize steering control of tire burst vehicle. The system uses direction determination of following one parameter or more parameters, it includes: First. In range of rotation moment control of steering of tire burst vehicle, direction determination includes direction judgements of rotation moment of directive wheel exerted by ground, tire burst rotation moment, rotation angle or rotation moment of steering wheel or/and directive wheel and tire burst steering assistant torque. Second. In range of active steering of tire burst vehicle, direction determination includes direction judgements of tire burst rotation moment, steering angle and rotation moment for tire burst, steering assistant moment or/and steering driving moment. Third. In range of active steering by drive-by-wire of tire burst vehicle, direction determination includes of tire burst rotation moment, rotation driving moment and rotation angle of directive wheels. An accurate direction judgment to various control of angle and torque parameters of steering for tire burst vehicle determination can be provided. (1). mode of rotation angle and rotation torque In steering system of vehicle, two kinds of vector coordinate system of angle and torque are established. The coordinate systems to vehicle include absolute coordinate system set in vehicle and relative coordinate system set on steering axis of steering system. The origin of coordinate and direction of rotation angle and rotation torque are set up. The direction determination of rotation angle and rotation torque: under of which condition of origin of coordinate is 0 point, it is determined to direction of left-handed rotation and right-handed rotation for rotation angle and rotation torque in coordinate system, or/and direction of forward travel (+) and return travel (+) to rotation angle and rotation torque in coordinate system, or/and direction of increment or decrement of rotation angle and rotation torque. Establishment and calibration of coordinate system include the following. Within range of absolute coordinate system, a relative coordinate system for value and direction of angle and torque are established. A direction calibration mode that includes rotation direction of left-handed and right-handed to rotation angle, or/and direction of positive (+) route and negative (−) route of angle and torque to the origin, or/and direction of increment and decrease of angle and torque to the origin are used in coordinate systems of angle and torque. The direction of rotation angle and rotation torque are represented by positive (+) and negative (−) of mathematical symbols. The mathematical logic and logic combination of direction judgment of angle and torque are established. Based on the mathematical logic and its combination, direction judgment of all kinds of angle and torque can be determined under normal and tire burst conditions. (2). Rotation angle mode. Two kinds of angle coordinate systems which include the absolute coordinate system set on the vehicle and the relative coordinate system set on the turning axis of the steering system are set up. Establishment and calibration of coordinate system: two or more relative coordinate systems are established in an absolute rotation angle coordinate system, to calibrate the magnitude and direction of rotation angle. The calibration mode of direction: it can be adopted that rotation direction of left-handed rotation and right-handed rotation of rotation angle, or/and the direction of forward route or return route to the origin, or/and the direction of increment and decrement to the origin in each coordinate system. The direction of rotation angle are represented by positive (+) and negative (−) of mathematical symbols, so that, the mathematical logic combination and the judgment logic of combination are established. Based on the mathematical logic and its combination, direction judgment of all kinds of rotation angle can be determined under normal and tire burst conditions.
26. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. In tire burst working condition, one of information communication and data transmission that include on-board system network bus, vehicle information interactive distance detection, vehicle road traffic network, or one of their combination are adopted. (1). Data network bus of vehicle adopts one of the following types or modes, or/and one of their combination type. i. Data network bus of vehicle is a local area network. In the local area network, topological structure of Controller Area Network (CAN) is bus type. The CAN includes data, address and control bus. CPU, or/and local area, or/and system, or/and communication are set up. ii. Local Interconnect Network (LIN) bus is used for distributed electric control system of vehicle, which includes digital communication systems of tire burst controller, sensor and actuator. iii. According to the structure and type of tire burst control system, the on-board network bus of the system adopts fault detection bus, or/and safety bus, or/and one of new X-by-wire bus which includes drive-by-wire power steering, drive-by-wire active steering, drive-by-wire brake of electronically hydraulic or electronically machinery, drive-by-wire engine throttle, fuel injection bus under tire burst conditions. The traditional mechanical system is transformed into an electronic control system managed by high-performance CPU and connected by a high-speed fault-tolerant bus. Especially for the characteristics of high frequency control of vehicle, it is constituted to conversion of high dynamic control mode and high dynamic response control in distributed wire control system, telex control systems of drive-by-wire braking or/and drive-by-wire steering or/and drive-by-wire throttle, to apply and meet to the special environment and conditions for tire burst. Under working condition of tire burst and no tire burst, the data transmission and information communication of information unit, the main controller, controller and execution unit are realized by following vehicle data network bus, or/and physical wiring for integration design system. (2). Under normal tire burst conditions, tire burst vehicles of driverless and drive by man or may adopt one of external information communication and data transmission which include one of following modes or types, one of their combination. i. Interactive Information communication and data transmission of vehicle. The system uses radio frequency (RF) receiving and transmitting module to realize data transmission and receiving. Earth longitude and latitude coordinates are obtained according to multi-mode compatible positioning. Radio frequency identification (RFID) technology is used. The distance from satellite to vehicle receiving device can be obtained by locating of GPS. Based on more than three satellite signals, and applying of distance formula of three-dimensional coordinates, equations are composed by the distance formulas, to solve X, Y, Z three-dimensional coordinates of the vehicle position. The format to the longitude and latitude information is defined, to obtain longitude and latitude position information of the vehicle calibrated by geodetic coordinates. The identified objects may be actively identified by spatial coupling and reflection transmission of electromagnetic signal which include radio frequency (RF) signal. The vehicle can send accurate information about the vehicle to surrounding vehicles in real time, and the vehicle can receive the location and changed status information of surrounding vehicles in real time, to realize communication between the vehicle and surrounding vehicles. ii. Information communication and data transmission of road traffic vehicle network. Networked vehicles can obtain or release information about road traffic and surrounding environment of the networked vehicle, state of driving vehicles by means of vehicle coupling network, to realize the communication between the vehicle and surrounding vehicles.
27. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. In driving passes of tire burst vehicle, one of distance monitoring of the following are used, to determine distance L.sub.ti, relative speed u.sub.c and time zone t.sub.ai to tire burst collision avoidance between the front vehicle and rear or front vehicle. One of the following detection modes and their combination types shall be adopted to the tire burst vehicle. (1). Vehicle distance detection of radar to electromagnetic wave, lidar and ultrasonic. The detection mode: based on emission, reflection and state characteristics of physical wave, the mathematical model is established, to determine vehicle distance L.sub.ti, relative speed u.sub.c and time zone t.sub.ai to tire burst collision avoidance. (2). A coordinated control mode of ultrasonic ranging and self-adaptive tire burst control. Distance detected by ultrasonic ranging sensor is set. When the tire burst control entry signal i.sub.a arrives, the distance L.sub.ti and relative speed between the vehicle and the front or the rear vehicle are not limited by tire-burst vehicle in scope of safe distance. When the rear vehicle enters detection distance of ultrasonic ranging sensor of the tire burst vehicle, a coordinated control mode of ultrasonic ranging and self-adaptive tire burst control to tire burst braking control of the vehicle is adopted. According to the driver' preview model of rear vehicle or the driver preview model to front vehicle, the braking and deceleration strength of tire burst stability control of vehicle and distance between the vehicle and the rear vehicle in the effective range of anti-collision are limited, to realize coordinated control of ultrasonic ranging and self-adaptive tire burst control of the vehicle. Based on datum processing of signal detected by ultrasonic ranging sensors, distance L.sub.t and relative speed u.sub.c between front vehicle and rear vehicle are determined. The dangerous time zone t.sub.ai is calculated by mathematical formula with parameter L.sub.t and u.sub.c. (3). Machine vision distance monitoring. The feature signal is extracted quickly from the captured image, and a certain algorithm is used to complete the visual information processing. Machine vision which include monocular or multi-eye vision, color image and stereo vision detection. A mode, or/and models, or/and algorithms for simulating human eyes are established. One of algorithms is adopted: it includes color image graying, binaryzation of image, edge detection, image smoothing, open CV digital image processing of morphological operation and region growth; a detection system including distance of shadow feature is used. Distance measurement is realized by model or/and algorithm of vision ranging of computer. Vehicle distance L.sub.t from the camera sensor to other vehicle is determined by visual information processing in real time. The dangerous time zone t.sub.ai is calculated by mathematical formula with distance L.sub.t and relative speed u.sub.c. (4). Vehicles information commutation way (VICW). i. An interactive distance monitoring system of vehicle is used for transmitting and receiving of vehicles. Geodetic longitude and latitude coordinates can be obtained by multi-mode compatible positioning. The system use Radio Frequency Identification (RFID) technology. The distance from the satellite to the vehicle receiving device is obtained by positioning of GPS. The distance from satellite to vehicle receiving device can be obtained by locating of GPS. Based on more than three satellite signals, and applying of distance formula of three-dimensional coordinates, equations are composed by the distance formulas, to solve X, Y, Z three-dimensional coordinates of the vehicle position. The longitude and latitude information is defined on format. The longitude and latitude of the vehicle are measured by ranging model, to obtain location information of vehicle calibrated by the geodetic coordinate calibration. ii. The identified object is identified actively by space coupling of electromagnetic signal and transmission characteristics of signal, which includes radio frequency signal RFID. The detecting system sent all kinds of information about the precise position of the vehicle and the surrounding vehicles, and receives information about status changing of surrounding vehicles, so as to realize the mutual communication between vehicles. Based on the intercommunication information between the vehicle and surrounding vehicles, the detecting system can process to longitude and latitude position datum of the vehicle and the surrounding vehicles at real-time dynamically, by means of models or/and algorithm. Based on the datum processing, the detecting system can obtain the information of vehicle moving distance indicated by latitude and longitude degree coordinate. According to the information, the moving distance of vehicles is calculated by positioning of satellite within scanning period T of latitude and longitude. According to the longitude and latitude coordinate and position change value of the front vehicle and rear vehicle that run in same direction or reverse direction, the distance L.sub.ti and relative speed u.sub.ci between two vehicles are calculated by the model and algorithm of measured distance and measured speed for vehicle.
28. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Environment identification includes road traffic condition recognition, determination of driving vehicle location and object location, location distribution and location distance. In effective and limited running distance and space range of anti-collision for tire burst control, the effective control of the motion state, path tracking and collision-proof of tire-burst vehicle can be realized. Tire burst vehicle and peripheral vehicles each other can exchange traffic information by means of tire-burst warning of sound and light emitted by tire-burst vehicle, or/and by means of vehicle traffic network, or/and mobile communication. The tire burst vehicle can inform surrounding vehicles to avoid actively the tire-burst vehicle by control of their vehicle. In this way, peripheral vehicles can reserve a larger running distance and effective anti-collision space to the tire-burst vehicle under possible environment conditions of road. The one of following environment identification mode or their combination is set. (1). Machine vision, positioning and ranging. The detection mode of monocular or multi-visual, color image or/and stereo vision are used. The feature signals are extracted quickly from captured images, and information processing of vision, and image or/and video is completed by certain models or/and algorithms to realize distance monitoring based on machine vision. The location and distribution of road, vehicles, obstacles and traffic conditions are determined by machine vision. locating and navigation of vehicle, target recognition and path tracking of vehicle are realized by using corresponding matching of satellite positioning, inertial navigation, electronic map or/and real-time map, dead reckoning, road condition and running state of vehicle. (2). Under the condition of establishing road traffic network (IVNRT), networked vehicles can acquire and release information of the vehicle, surrounding environment information of the vehicle, state and information of running state of periphery vehicles by IVNRT, to realize communication among the vehicle and surrounding vehicles. According to the structure of automobile traffic network system, a controller of road traffic network and networked controller of vehicle are set up. The vehicle traffic network and networked vehicles can communicate each other by wireless digital transmission and data processing of oneself controllers. Networked control of vehicle includes wireless digital transmission of vehicle-borne system and data processing. It is set to submodules of digital receiving and transmitting, machine vision positioning and ranging, mobile communication, global satellite positioning and navigation, wireless digital transmission and processing, environment and traffic data processing. Under normal and tire burst conditions, networked vehicles can realize wireless digital transmission and information exchange by vehicle traffic network. Based on vehicle traffic network or/and global positioning system, driverless vehicle can determine related information that include lane line, driving orientation of the vehicle, driving and running state of the vehicle, path tracking of the vehicle, the distance from the vehicle to other vehicles and obstacles by means of geodetic coordinates, view coordinates and positioning map. The state information of the vehicle includes vehicle speed, tire burst and non-tire burst status, tire burst control status and path tracking of the vehicle. First. Networked vehicles can release relevant datum and information of structural state parameter, running state parameter of the vehicle to vehicle traffic network, which includes datum of control parameter and process parameter of the tire burst vehicle. These datum of tire burst vehicle are processed by vehicle traffic network and are transmitted by mobile communication to the surrounding networked vehicles. Second. networked vehicles can receive traffic information of passing road by vehicle traffic network, which includes information of traffic lights and signboard, information of vehicle location, information of running status and control status of surrounding networked vehicles, related information of tire burst and tire burst control of vehicles, information of driving status, variation information of parameters and datum during each detection and control cycle of tire burst vehicle. Third. Networked vehicles can receive information query and navigation requests of other networked vehicle through vehicle traffic network. These request of information inquiry and navigation is processed by the data processing module of IVNRT, then it is fed back to the vehicle of making the request. Fourth. The networked vehicles can query relevant information of networked vehicles in around road through the wireless digital transmission of vehicle traffic network, so as to realize information exchange between the vehicles and surrounding vehicles. The information includes running environment of vehicles, road traffic and driving status of vehicles.
29. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst conditions, following parameters, control variables, braking control types, braking control periods and its logic cycle of active brake control of tire burst vehicle are used by active brake control for tire burst vehicle. (1). Under condition of which tire burst judgment is established, a conversion mode of program or agreement are adopted, to realize conversion of control and control mode of related control parameters and its control type of tire burst vehicle in logic cycle of each control of control period H.sub.h. (2). Control parameters and control variables of tire burst braking control. According to state process of tire burst vehicle, tire burst braking control mainly adopts one or several parameters that include angle deceleration {dot over (ω)}.sub.i of wheel, slip rate S.sub.i, braking force Q.sub.i and vehicle deceleration {dot over (u)}.sub.i. Under the specific condition of tire burst, angle deceleration {dot over (ω)}.sub.i and slip rate S.sub.i or vehicle deceleration {dot over (u)}.sub.i are taken as control variables, and braking force Q.sub.i is as parametric variable; from this, the braking force Q.sub.i of each wheel may be adjusted indirectly by wheels deceleration {dot over (ω)}.sub.i and slip rate S.sub.i that show characteristic change of wheels state, to control directly vehicle instability by changing of wheel state characteristics which is indicated by {dot over (ω)}.sub.i or S.sub.i. Under the specific condition of tire burst, the {dot over (ω)}.sub.i and S.sub.i used as control variables is determined by unbalanced braking control of wheels to stability control of tire burst vehicle. From this, transfer chain of braking control is simplified, the dynamic response characteristic of braking of vehicle is improved, hysteretic response time of the whole vehicle state to braking wheel is reduced. The effect and influence of structural parameters of braking actuator to braking control characteristics are balanced or eliminated. In view of this, or braking force sensor set in the braking actuator may not be adopted. ii. Different braking control modes or types for tire burst are adopted, which mainly includes wheel steady-state braking A control, wheel balanced braking B control, vehicle steady-state C control, and total braking force D control. These control are referred to as brake A, B, C, D control. In tire burst braking control, one of brake A, B, C and D control is adopted. (3). The braking control period H.sub.h for tire burst. i. According to state process of tire burst vehicle, requirement of braking control characteristic and response characteristic to control signal of braking actuator, the braking control period H.sub.h is determined. The H.sub.h is consistent with change of tire burst state process, and adapts to the control requirements of extreme change of tire burst state process, and meets the requirements of frequency response characteristics controlled by hydraulic brake device or electronically controlled mechanical brake device. ii. The H.sub.h is a value set by tire burst control, or is a dynamic value set by for tire burst control. The dynamic value of H.sub.h is determined by mathematical model with the state parameters of wheel and vehicle. The braking control period H.sub.h can be as period of logic cycle of control parameter and their combination, or/and is as period of a mode or type of wheel steady braking A control, vehicle steady state brake C control, balanced brake B control of each wheel, total brake force D control and their combination. Based on tire burst state, control stage and time zones t.sub.ai of anti-collision control for tire burst vehicle, the corresponding logic cycle of braking control combination is implemented based on the control cycle period H.sub.h. In each braking control period H.sub.h, one of brake A, B, C, D control or one of their logic cycle of combination control is executed. In each logic cycle of H.sub.h, one of brake A, B, C, D control their logic cycle of control combination can be repeated, or can also be converted into another a control and a combination control. (4). Cycles of braking control for vehicle tire burst In tire burst braking control, tire burst control of vehicle adopts one of following two modes when wheels enter cycles of brake A, B, C, D control or their logic combination. Mode 1. After braking control and control mode that include brake A, B, C, D control or their logic combination for burst tire vehicle in the period H.sub.h are completed, it enters a braking control and braking control mode in a new cycle H.sub.h+1. Mode 2. The braking control and control mode in this period H.sub.h is terminated immediately, and it enters a new control cycle H.sub.h+1 at the same time. In a new period, the original brake control and control mode which include braking A, C, B and D control or their logic combination for burst tire can be maintained, or a new brake control and control mode is adopted. (5). Tire burst braking control adopts a form of hierarchical coordinated control. The upper level is a coordinated level, and the lower level is a control level. The upper level control determines control mode, model or type and logical combination of A, C, B and D control in the each braking control period H.sub.h of logic cycle, and determines transformation rules of their control in each period H.sub.h of each control and each logical combination. The lower level control completes a sampling of relevant parameter signals of braking A, C, B, D control and their combination control in each period H.sub.h, and completes datum processing according to braking A, C, B, D control types and their logical combination, control model or/and algorithm. In the each braking control period H.sub.h, tire burst controller outputs control signals, to implement once allocation and adjustment of related control parameters that include angle deceleration {dot over (ω)}.sub.i, or/and slip rate S.sub.i or/and braking force Q.sub.i of wheels. In each braking control cycle H.sub.h, one of independent braking control of brake A, C, B and D control or one of their logic combination control is implemented. A group of control logic can be repeated in cycles, and can also be converted into another group of control logic combination according to the conversion signal.
30. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, the system adopts one of mode or types of steady-state A control of wheel, or/and balanced braking B control of wheels, or/and total braking force D control of wheels, which are referred to as braking A,B,D control. (1). Brake A control includes anti-lock control of non-burst tire wheel and steady-state control of tire burst wheel. The steady-state of tire burst wheel control adopts two modes that includes releasing brake force or decreasing brake force to tire burst wheel. In the mode of decreasing brake force, the angle deceleration {dot over (ω)}.sub.i or/and slip rate S.sub.i are taken as control variables, and braking force Q.sub.i is taken as parameter variables. The values of control variable {dot over (ω)}.sub.i or/and S.sub.i of burst tire wheel are reduced by equal or unequal amount and step by step, until the braking force is relieved. Brake force of burst tire wheel is adjusted indirectly. (2). Balance braking B control of each wheel are involved in the longitudinal control (DEB) of wheels. Defining of balanced wheelset: each tire force moment exited by ground on the two wheel of the wheelset to torque of center mass of vehicle is opposite in direction. Balancing wheelset include burst tire and non-burst tire balancing wheel pairs. Defining concept of balance distribution and control of control variables for brake B control: using angle acceleration and deceleration speed .sub.ti and slip rate S.sub.i of each wheel as control variables, theoretically, the torque sum of each tire force to the center mass of vehicle is zero in the distribution of {dot over (ω)}.sub.i and S.sub.i of each wheel. The brake B control adopts balancing distribution and control form to two-wheel braking force of wheelset. One of comprehensive control variables {dot over (ω)}.sub.b, S.sub.b and Q.sub.b is distributed between two axles by mathematical model with one of state parameters {dot over (ω)}.sub.i, S.sub.i of two-wheel and load of front and rear axles. The control variables {dot over (ω)}.sub.i and S.sub.i of two-wheel to front and rear axles are allocated according to the equal or equivalent model of brake force. Among them, the values of comprehensive control variables {dot over (ω)}.sub.b, S.sub.b are determined by average or weighted average algorithm of values of {dot over (ω)}.sub.i, S.sub.i of each wheel. (3). Total braking force D control for tire burst. Total braking force D is sum of braking force Q.sub.i of each wheels. The brake D control is used to control of movement state expressed by deceleration {dot over (u)}.sub.x of tire burst vehicle or comprehensive angle deceleration {dot over (ω)}.sub.d of wheels. The braking D control uses one of deceleration {dot over (u)}.sub.x of vehicle, comprehensive angle deceleration {dot over (ω)}.sub.d, comprehensive slip rate S.sub.d, braking force Q.sub.d of all wheels. The values of {dot over (ω)}.sub.d, S.sub.d and Q.sub.d are determined by an algorithm of {dot over (ω)}.sub.i, S.sub.i and Q.sub.i of each wheel. The D control adopts forward direction control mode or reverse direction control modes in transferring direction of control variable. In reverse mode, one of the parameters of angle deceleration {dot over (ω)}.sub.i, slip rate S.sub.i and braking force Q.sub.i is used as control variables, and the target control values or actual values of control {dot over (ω)}.sub.dg or S.sub.dg or Q.sub.d for braking A, B and C control is determined. The control logic combination of {dot over (u)}.sub.x←D←(E) is used. In the forward mode, the target control values of {dot over (ω)}.sub.d or S.sub.d or Q.sub.d of each parameter forms {dot over (ω)}.sub.i or S.sub.i or Q.sub.i for total braking force D control are determined by the vehicle deceleration {dot over (u)}.sub.x. Value of one of parameters {dot over (ω)}.sub.i, S.sub.i, Q.sub.i is allocated to each wheel, and the control logic combination may adopt (E)←D←{dot over (u)}.sub.x, where E represents the logical combination of brake A, C or/and B control.
31. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, the system adopts steady-state brake C control of vehicle that is referred to as braking C control. (1). Coordinate system, calibration of parameter direction and direction judgment logic of parameters to tire burst are set. In coordinate system, direction judgment of relevant parameters include: direction judging of steering wheel rotation angle, vehicle yaw angle speed, vehicle yaw moment, additional yaw moment M.sub.u to restore tire burst vehicle stability. (2). Based on wheel, vehicle steering and vehicle dynamics equations or/and mode, a vehicle stability control mode, model or/and algorithm that mainly includes PID, or sliding mode control, or optimal control, or fuzzy control algorithm are established by system of theoretical, experiment or experience models with related modeling parameters that include wheel motion state, vehicle steering mechanics state and vehicle driving state parameters under normal and tire burst conditions. The modes use a mathematical analytic formula, or it is convert to space state expression of mathematical model. The driving state parameters of vehicle are determined, which mainly include yaw angle velocity ω.sub.r of vehicle, sideslip angle β of vehicle centroid, or/and longitudinal deceleration a.sub.x and lateral acceleration a.sub.y. The deviations between ideal and actual values of state parameters of vehicle is determined, which include yaw angle speed deviation e.sub.ω.sub.
32. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, the system adopts steady-state brake C control of vehicle that is referred to as braking C control. The vehicle includes vehicle of symmetrical distribution to four wheels, which is referred to as four-wheeled vehicle. (1). A distribution of additional yaw moment M.sub.u to wheels. When vehicle is braking and steering at the same time, the additional yaw moment M.sub.u is sum of vectors of additional yaw moment M.sub.ur generated by wheel longitudinal braking and additional yaw moment M.sub.n produced by braking in vehicle steering. Defining of additional yaw moment M.sub.n in vehicle steering. Under condition of braking in vehicle cornering, it is changed to the longitudinal slip rate, adhesion coefficient of longitudinal and transverse, adhesion state and transverse tire force of front axle and rear axle. From this, the additional yaw moment M.sub.n is formed by yaw moment deviation between two lateral forces of front axle and rear axle, which acts on vehicle mass center. The direction of additional yaw moment M.sub.n is determined. Defining to yaw control wheel: the wheel applied by larger differential braking force in balancing wheelset is called as yaw control wheel. Defining to efficiency yaw control wheel: under of condition in which two yaw control wheelset are exerted by differential braking force, the wheel that can obtain larger additional yaw moment M.sub.ur in two yaw control wheelset is called as efficiency yaw control wheel. In process of braking and steering at the same time, and under condition in which two yaw control wheelset are exerted by equal amount of differential braking force, larger value of additional yaw moment M.sub.u can be obtained by vehicle when the direction of M.sub.n and M.sub.ur is the same, otherwise it gets a smaller value. (2). Distribution or allocation to each wheel of additional yaw moment M.sub.u that can restores vehicle stability. Under condition of which direction of additional yaw moment M.sub.ur and M.sub.n is determined, and according to state process of tire burst vehicle and brake A, B, C, D control or/and its logical combination, distribution or allocation of additional yaw moment M.sub.u to each wheel adopt model of single wheel, or/and two vehicle, or/and three wheel. i. Under straight line running state of vehicle, the distribution of additional yaw moment M.sub.u of single wheel, two wheels and three wheels: M.sub.u is equal to M.sub.ur, namely, M.sub.n is equal to 0. One of yaw control wheels or the yaw control wheel with larger load is selected as the efficient yaw control wheel. The allocation of additional yaw moment M.sub.u is determined by distribution ratio of two yaw control wheels. ii. Two wheels models. Under running states of braking in steering of vehicle, and according to direction determination of additional yaw moment M.sub.u and their model:
M.sub.u=M.sub.ur+M.sub.n Two yaw control wheels and efficient yaw control wheel are determined. When direction of M.sub.ur and M.sub.u is the same, the M.sub.u may obtain the maximum value. Based on the theoretical model of brake friction circle, a coordination allocation model of additional moments M.sub.u of two yaw control wheel are established by modeling parameters that include wheel load N.sub.zi, wheel slip rate S.sub.i, wheel side slip angle, rotation angle δ of steering wheel or rotation angle θ.sub.e of directive wheel. A coordination control among parameters that include slip rate S.sub.i of two yaw control wheel, side slip angle of directive wheels, rotation angle δ of steering wheel or rotation angle of directive wheel θ.sub.e is implemented by additional moments M.sub.u of two yaw control wheels. iii. Three wheels models. The three wheels consist of two yaw control wheels and one non yaw control wheel. Under braking in steering of vehicle, and according to direction determination of additional yaw moment M.sub.u and their model:
M.sub.u=M.sub.ur+M.sub.n Two yaw control wheels and an efficient yaw control wheels are determined. When direction of M.sub.ur and M.sub.u is the same, additional moments M.sub.u may obtain the maximum value. efficiency yaw control wheel and two yaw control wheels are determined. Based on theoretical model of brake friction circle, coordination allocation model of additional moments M.sub.u in two yaw control wheels are established by modeling parameters that include wheel load M.sub.zi, wheel slip rate S.sub.i, wheel side slip angle, rotation angle δ of steering wheel or rotation angle θ.sub.e of directive wheel. The coordination allocation model and the stability control of tire burst vehicle are realized by brake control and allocation of additional moments M.sub.u to two yaw control wheels. When braking force applies to non-yaw control wheel, additional yaw moment M.sub.u is vector sum of yaw moment generated by one yaw control wheel and one non yaw control wheel. A yaw control wheel and a non-yaw control wheel form a balance wheelset. The braking force distributed by two wheels of the balancing wheelset is equal or unequal. In the three wheel model, it is decreased to the additional moments M.sub.u produced by differential braking force of tire burst brake C control of two yaw control wheels. Tire burst yaw moment of vehicle is balanced by additional yaw moment M.sub.ur generated by vehicle longitudinal differential braking force and yaw moment common M.sub.n produced in braking and steering of vehicle, to compensate or/and balance understeer or oversteer of tire burst vehicle.
33. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. According to the state process of tire burst vehicle, logic combination rules of control modes or types that include braking A, B, C, D control and their combination are determined. Logic combination rules mainly include the following. (1). Rule 1. A logic relationship of logical sum to two kinds of control model or type. The logic relationship is represented by sign“∪”. In brake control, the logical rule symbol “∪” and various types or modes of brake control can constitute various models or types of logical combination of brake control. The types or modes of braking control mainly include wheel steady-state braking A control, vehicle steady-state braking C control, wheel balanced braking B control and total braking force D control. The logical combination on the rule is an unconditional logic combination, and the logical combination determined by the logic rule indicates that two kinds of controls are executed at the same time, and the logical combination is an algebraic sum of control values of control of the two kinds. (2). Rule 2. A logic relationship of substitution and control conflict between two kinds of control model or type. The logical combination based on the rules is a conditional logic combination. The logic relationship of substitution is represented by the logical symbol“⊂”. It is composed by the combination of symbol “⊂” and various types or modes of brake control. The logical relationship is constituted as a relationship where a type or mode can be replaced by other type or mode under certain conditions. The conditions include: according to order, a control mode or type on the right side is taken as precedence, or 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. (3). Rule 3. A logical relation of conditional sequential execution of each logic and logic combination. The logical relation is expressed by sign “←”. The logic rule is expressed as: whether the right side control is completed or is not completed, when the set conditions are met, the left side control or control logic combination is executed on the direction of arrow. The logic rule is also expressed as: the logical combination on both sides of the symbol “←” has a logic relationship of equal position or upper and lower. The control on both sides of the symbol “←” mainly includes one of the control types or modes of brake A, B, C and D control, or one of the logical combinations of its control. The logical combination of brake control mainly includes logical combination composed by brake A, B, C, D control modes or types and various logic rules or logic symbols. The logic combination stipulates that the control quantity of the unselected control type is 0. Logic combination of brake control includes forms of A∪C, C∪A, B←A∪C, D←A∪C, A∪C∪B←D, D←B∪A∪C, A⊂B∪C, D←(E), C⊂A∪B.
34. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Brake compatibility control to tire burst vehicle. Brake compatible control mainly includes adaptive compatible control of tire burst active brake and tire burst artificial brake. According to separate or parallel operation state of tire burst active brake and pedal brake of vehicle, a compatibility control mode of tire burst active brake and pedal brake of vehicle is established, so as to solve the control conflict when the two control kinds of brake are operated in parallel. When two control kinds of the active brake and the pedal brake are operated separately, the two control does not conflict. The brake compatibility controller does not process compatibly to the input parameter signals of brake control. The output signal of the brake compatibility controller is a signal of no processed compatibly. When tire burst active brake and pedal brake of vehicle, which hereinafter referred to as the two types of brake, are operated in parallel, the target control values of control variable that include comprehensive angle deceleration {dot over (ω)}.sub.d′ or comprehensive slip rate S.sub.d′ of each wheel are determined by relationship models between {dot over (ω)}.sub.d′ and S.sub.w′, Q.sub.d′ and S.sub.d′, S.sub.d′ and S′.sub.w under certain braking force. Among, the S.sub.w′ is displacement of the brake pedal. The deviation e.sub.Qd(t), e.sub.{dot over (ω)}d(t) or e.sub.Sd(t) between the target control value of active braking force Q.sub.d, angle deceleration {dot over (ω)}.sub.d, slip rate S.sub.d and their actual values Q.sub.d′, {dot over (ω)}.sub.d′, S.sub.d′ are defined. According to a certain algorithm, comprehensive active braking force Q.sub.d, angle deceleration {dot over (ω)}.sub.d or slip rate S.sub.d of each wheels can be determined by braking force Q.sub.i, angle deceleration {dot over (ω)}.sub.i, Slip ratio S.sub.i of all wheels. The control logic of brake compatibility is determined by the positive (+) and negative (−) of deviation of deviation e.sub.Qd(t), e.sub.{dot over (ω)}d(t) or e.sub.Sd(t). When the deviation is greater than zero, the value of comprehensive braking force Q.sub.d, comprehensive slip rate S.sub.d and comprehensive angle deceleration {dot over (ω)}.sub.d which are output by the brake compatibility controller are equal to its input values Q.sub.d, S.sub.d, {dot over (ω)}.sub.d. When the deviation is less than zero, one of the input parameters Q.sub.d′, {dot over (ω)}.sub.i′, S.sub.d′ is processed by the brake compatibility controller according to brake compatibility control model. A brake compatible function model is established by modeling parameters that include tire burst characteristic parameter γ, one of active braking force deviation e.sub.Qd(t), angle deceleration deviation e.sub.{dot over (ω)}d(t) and slip rate deviation e.sub.Sd(t) in the positive and negative travel of the brake pedal of braking system. According to the model, brake compatibility controller processes to input parameter signals, from this, the output value of brake controller is the output value processed by brake compatible controller. Modeling structure of the function model for brake compatibility control: the value Q.sub.da, {dot over (ω)}.sub.da and S.sub.da of parameters Q.sub.d, {dot over (ω)}.sub.d and S.sub.d processed by brake compatible controller are respectively increasing function with increment of absolute value of deviation e.sub.Qd(t), e.sub.{dot over (ω)}d(t), e.sub.Sd(t) in positive travel, and are respectively decreasing function with decrement of absolute value of deviation e.sub.Qd(t), e.sub.{dot over (ω)}d(t), e.sub.Sd(t) in negative travel. The asymmetric brake compatibility model is represented as : on the positive travel and negative travel of brake plate, the model has different structures; the weight of deviation e.sub.Qd(t),e.sub.sd(t),e.sub.{dot over (ω)}d(t) and the tire burst characteristic parameter γ in the positive travel of the brake pedal is less than those in negative travel of the brake pedal, and the function value of the parameter in the positive travel of the brake pedal is less than those of the parameter in the negative travel of the brake pedal. According to state characteristics of tire burst vehicle and braking control period, a mathematical model of the tire burst characteristic parameter γ used brake compatibility control is established by modeling parameters which include ideal and actual yaw angle velocity deviation e.sub.ω.sub.
35. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Brake compatibility control for tire burst vehicle. (1). Brake compatibility control. Based on parameter forms of control variable comprehensive braking force Q.sub.da, comprehensive slip rate S.sub.da and comprehensive angle deceleration {dot over (ω)}.sub.da, One of logical combination for wheel steady-state braking A control, balance braking B control, vehicle steady-state braking C control, total braking force D control and their control logic combination are determined , in which the control logic combination includes A⊂B∪C←D, C⊂B∪A, A⊂C←D, C⊂A←D. The brake compatibility controller adopts closed-loop control. When one of deviation e.sub.Qd(t), or e.sub.{dot over (ω)}d(t) or e.sub.Sd(t) between target control value of comprehensive active braking force Q.sub.d, or angle deceleration {dot over (ω)}.sub.d or slip rate S.sub.d and their actual values Q.sub.d′, or {dot over (ω)}.sub.d′ or S.sub.d′ is negative(−), the input parameter signals of Q.sub.d or S.sub.d or {dot over (ω)}.sub.d of brake compatibility controller are processed compatibly by braking compatibility model with brake compatibility deviation e.sub.Qd(t),e.sub.Sd(t),e.sub.{dot over (ω)}d(t) and parameter γ. After the brake compatibility treatment, the brake force distribution and brake force adjustment of each wheel are carried by the braking B control or/and braking C control, so that, the actual value of the active brake control for tire burst always tracks its target control value. After the brake compatibility treatment, the output value of active brake control of tire burst vehicle is its target control value. (2). In early stage of tire burst and anti-collision safety time zone of the vehicle and rear vehicles, the value of parameter γ can be zero, thus the vehicle can adopt brake control logic combination A⊂B∪C. In real tire burst time or/and risk time for safety of anti-collision, brake control logic combination of A⊂C or C⊂A is adopted. Along with deterioration of tire burst state of the vehicle, or when the front vehicle and rear vehicles for tire burst enter the forbidden time zone for anti-collision, the brake control of tire burst wheel will be changed from steady state brake control to release of braking force of tire burst wheel. During logic cycle of period H.sub.h of brake control, except the tire burst wheel, the differential braking force of steady-state brake C control of wheels are increased. By means of the coordination control between the actual value of each control variable Q.sub.da, {dot over (ω)}.sub.da or S.sub.da and the characteristic parameter value y for vehicle tire burst, the target control value of Q.sub.da, {dot over (ω)}.sub.da or Sd.sub.a is reduced, until the value of control variable Q.sub.d′, {dot over (ω)}.sub.d′ or S.sub.d′ of the vehicle pedal braking is less than the target control value of control variable Q.sub.d, {dot over (ω)}.sub.d or S.sub.d of the tire burst active brake, to realize a compatible self-adaption control of artificial pedal brake and active brake of tire burst.
36. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, a tire burst brake control is adopted. (1). According to state process of tire burst vehicle, the control and control mode conversion of vehicle braking control includes several levels and types, and conversion type of control and control mode of a program or an agreement is adopted. Among them, program conversion: the electronic control unit (ECU) set by tire burst controller call subroutine of control mode and model conversion in ECU, to carry out control and control mode conversion that mainly include brake related control parameters, control type or/and its logical combination in cycle of control period. (2). One or more of wheel braking control parameters of tire burst vehicle, which mainly include angle deceleration {dot over (ω)}.sub.i, Slip ratio S.sub.i, braking force Q.sub.i of wheel, vehicle deceleration {dot over (u)}.sub.xd, are used as control variables. According to state process characteristics of tire burst vehicle, brake control characteristics that include response characteristics to control signal of brake actuator, a control mode or type of tire burst braking are set. The control mode or type mainly includes wheel steady-state braking A control, vehicle steady-state brake C control, wheels balanced braking B control and total braking force D control. The one or several of control mode or type of brake A, B, C and D control is adopted. i. The steady-state brake A control of tire burst wheel adopts two modes: brake force of tire burst wheel is released or brake force of tire burst wheel is gradually decreased to 0. ii. Wheel balance brake B control: Under condition in which one of parameter {dot over (ω)}.sub.i, S.sub.i, Q.sub.i is distributed by the two wheel of wheelset. In theory, the sum of force moment to vehicle centroid, which is formed by tire force of two wheel of wheelset, is 0. iii. Vehicle steady-state braking C control. Based on the state process of tire burst vehicle, the unbalanced braking torque of differential braking of wheelset is used, to generate an additional yaw moment M.sub.u to the whole vehicle. The M.sub.u can balance tire burst yaw moment M.sub.u′. The deviation between target control value and actual value of additional yaw moment M.sub.u are determined. In distribution of additional yaw moment M.sub.u generated by differential braking force of wheels for brake C control, a mathematical model of is established by modeling parameters that include transfer amount of load of each wheel, the longitudinal slip rate of wheels, or/and steering angle of directive wheel, or/and the side slip angle of directive wheel. Based on this model, a distribution of additional yaw moment M.sub.u of differential braking force of wheels is determined. The understeer or oversteer of the tire burst vehicle is controlled by distribution of additional yaw moment M.sub.u to wheels. The stable driving state of the vehicle is restored by control cycle of distribution to differential braking force of wheels. iv. Brake D control. The brake D control is used to control of movement state determined by vehicle speed u.sub.x and deceleration {dot over (u)}.sub.x of tire burst vehicle. The braking D control uses one of control variables of deceleration {dot over (u)}.sub.x of vehicle, comprehensive angle deceleration {dot over (ω)}.sub.d, comprehensive slip rate S.sub.d and comprehensive braking force Q.sub.d of wheels. The brake D control adopts control modes of forward direction or reverse direction on transferring direction of control variable; it includes control logic of (E)←D←{dot over (u)}.sub.x or {dot over (u)}.sub.x←D←(E). In formula, the (E) indicates control logic combination of brake A, B, C control. (3) The logic combination rules of braking control mode or type are set. The logical combination of braking control mode or type mainly includes the logical combinations of braking control mode or type and logic rules or logic symbols. (4) Based on dynamic models, equations or/and algorithms of vehicle or/and wheel under normal and tire burst conditions, the additional yaw moment M.sub.u to restoring stability control of tire burst vehicle is determined by theoretical model with modeling parameters that include steering mechanics and motion of vehicle, motion of vehicle, or/and wheel motion state parameters. Or the additional yaw moment M.sub.u is determined by test in field or empirical modeling. (5). Determining braking control period H.sub.h of cycle, the H.sub.h is a set value or dynamic value, and its dynamic value is determined by the mathematical model with related parameters of wheel. (6). The stable deceleration control of tire burst wheel and vehicle can be realized by using logic cycle of control periodic H.sub.h of brake control mode or type that includes wheel steady-state braking A control, vehicle steady-state C control, wheels balanced braking B control, total braking force D control, so as to meet the requirements of various kinds control to drastic change of tire burst state of wheel and vehicle.
37. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, the system adopts brake subroutine or software, electronic control unit (ECU) and brake actuator of tire burst vehicle. (1). According to the structure and process of tire burst brake control, brake control mode, model or/and algorithm, tire burst brake control subroutine or software is compiled. The subroutine sets control program that include program modules of control mode conversion, brake A, B, C, D control or/and brake control types of their control logic combination, and includes program modules of datum processing and control processing of brake control, compatible control for tire burst active brake and pedal brake of braking operation interface, or/and program modules of brake and anti-collision coordination control of driven by man and driverless vehicles. (2). Electronic control unit (ECU) set by tire burst controller mainly includes module of input/output, microcontroller unit (MCU) or/and related brake control chip, minimum peripheral circuit, and regulated power. The brake control subroutine for tire burst is written into ECU. According to the above tire burst brake control subprogram or/and each subprogram module, the ECU can realize function that include related control and control mode conversion of brake, types of brake A, B, C, D control and their control combination, function of brake compatibility control, or/and function of brake and anti-collision coordination control. (3). Executive device of brake subsystem (CBS) Braking executive device adopts two types of electric hydraulic braking or wire controlled mechanical braking; among them, the electric hydraulic braking actuator is described as follows. i. Hydraulic pressure executive device includes master cylinder of pedal brake, Hydraulic pipeline, brake pressure regulating device and brake wheel cylinder. The brake pressure regulating device include high-speed switch solenoid valve, electromagnetic or hydraulic directional valve, energy supply device, or/and fluid reservoir, hydraulic pipeline, or/and hydraulic pressure regulating cylinder and hydraulic pressure regulating valve; among, the energy supply device includes hydraulic pump, motor, energy accumulator. On the basis of mode of regulating pressure structure and pressure type or mode of circulation cycle or variable volume, the output signal of electronic control unit continuously controls the high-speed switch solenoid valve in each wheel Hydraulic braking circuit by a mode of signal modulation that includes pulse width modulation (PWM). Each hydraulic braking circuit and brake cylinder of wheels are regulated by pressure regulating mode of pressure boosting, pressure reducing and pressure maintaining of pressure regulating system. ii. Brake executive device adopts several hydraulic pressure control circuit that include the specific structure of hydraulic circuit I and II for wheels, to constitute independent or/and coordinated working system that include pedal brake under normal working condition, active brake under tire burst working condition, brake failure protection. The system includes: First. Based on hydraulic circuit I, a working systems in which pipeline from brake master cylinder to brake pressure regulating device and brake wheel cylinder is connected, pedal brake hydraulic pressure circuit and other hydraulic pressure circuit can be isolated each other on certain structure, to implement brake control of pedal of manual operation interface directly. An independent hydraulic control system of anti lock braking (ABS) and braking force distribution (EBD) of each wheel is constituted by pedal brake master cylinder, brake pressure regulating device and brake wheel cylinder. Second. Based on hydraulic circuit II, a working systems in which pedal brake hydraulic circuit and other hydraulic circuit of hydraulic pump, motor or/and energy accumulator are isolated each other can implement distribution and adjustment of braking force of each wheel or/an wheelset by regulation mode of increasing, decreasing and maintaining pressure of hydraulic pressure regulating device. Under normal and tire burst conditions, the brake control system that includes braking or driving stability control of vehicles for tire burst and anti-skid control of drive or brake ASR, dynamic stability control VDC or electronic stability program system ESP of vehicle is constituted, to realize control compatibility of stability for tire burst vehicles and ASR, VDC or ESP control of vehicle. Third. Based on the hydraulic braking circuit (I, II), one of connected hydraulic pressure pipeline from brake master cylinder to brake wheel cylinder or from accumulator to brake wheel cylinder is form at least, to realize vehicle brake failure control.
38. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under the condition of which tire burst judgment is established, an control mode that can limit angle speed {dot over (δ)}.sub.bi or/and rotation angle δ.sub.bi of steering wheel are adopted, to balance and reduce attack of tire burst rotation force to steering wheel and vehicle. (1). A conversion of control and control mode of program or protocol is adopted, to realize control and control mode conversion of related parameters that mainly include tire burst and no tire burst of related parameters, angle velocity {dot over (δ)}.sub.bi or/and steering angle δ.sub.bi or steering control types of steering wheel for tire burst vehicle in the cycles of control period H.sub.n. (2). Steering characteristic function Y.sub.kai . A mathematical model of steering characteristic function Y.sub.kai is established by modeling parameters including vehicle speed u.sub.ix, ground comprehensive friction coefficient μ.sub.k, vehicle weight N.sub.z, steering wheel angle δ.sub.ai and its derivative {dot over (δ)}.sub.ai:
Y.sub.kai=f(δ.sub.ai, u.sub.xi, μ.sub.k) or Y.sub.kai=f(δ.sub.ai, u.sub.xi, μ.sub.k, N.sub.z) The modeling structure of Y.sub.kai is as follows: the Y.sub.kai is an incremental function with increasing of μ.sub.k, the Y.sub.kai is an incremental function with decreasing of u.sub.ix, and the Y.sub.kai is an incremental function with increasing of steering angle δ.sub.ai steering wheel. According to series value u.sub.xi[u.sub.xn . . . u.sub.x3, u.sub.x2, u.sub.x1] of decreasing of vehicle speed u.sub.xi, the set Y.sub.kai[Y.sub.kan . . . Y.sub.ka3, Y.sub.ka2, Y.sub.ka1] of target control values for corresponding steering angle δ.sub.ai of steering wheel are determined by mathematical model at certain u.sub.xi, μ.sub.k, N.sub.z. The values in the set Y.sub.kai are a limit values or target control value or optimal values which can be reached by rotation δ.sub.ai of steering wheel at a certain speed u.sub.ix, ground comprehensive friction coefficient μ.sub.k and vehicle weight N.sub.z. The deviation e.sub.yai(t) between the target control value Y.sub.kai of rotation angle of steering wheel and the actual value of rotation angle δ.sub.yai of steering wheel is defined under certain states of parameters u.sub.ix, μ.sub.k and N.sub.z. A mathematical model of steering assistant or resistance moment M.sub.a1 is established by modeling parameter of deviation e.sub.yai(t):
M.sub.a1=f(e.sub.yai(t)) In logical cycle of control period H.sub.n of rotary moment for steering wheel, the direction of which absolutes value of steering wheel rotation angle δ is reduced is determined by positive (+) and negative (−) of deviation e.sub.yai(t), and steering assistant or resistance moment M.sub.a1 is determined by mathematical model with modeling parameters deviation e.sub.yai(t). Based on control value of steering power assistant or power resistance moment M.sub.a1, a rotation moment of steering system is provided by steering assist motor, to limit the increase of steering wheel angle δ. The target control value Y.sub.kai of rotation steering angle of steering wheel is tracked by its actual angle δ, until e.sub.yai(t) is 0. The rotation angle δ of steering wheel is limited, to restrict impact of tire burst rotation force to steering wheel. (3). A mathematical model of the steering characteristic function Y.sub.kbi is established by modeling parameters which include vehicle speed u.sub.ix, ground comprehensive friction coefficient μ.sub.k, steering wheel load or vehicle weight N.sub.z, steering angle δ.sub.bi of steering wheel and its derivative {dot over (δ)}.sub.i:
Y.sub.kbi=f(δ.sub.bi, {dot over (δ)}.sub.bi, u.sub.xi, μ.sub.k) or Y.sub.kbi=f(δ.sub.bi, {dot over (δ)}.sub.bi, u.sub.xi, μ.sub.k, N.sub.z) The value determined by Y.sub.kbi is target control value or ideal value of rotation angle velocity {dot over (δ)}.sub.bi of steering wheel. The model structure of Y.sub.kbi is as follows: Y.sub.kbi is incremental function with increasing of friction coefficient μ.sub.k, and Y.sub.kbi is incremental function with decreasing of speed u.sub.xi, and Y.sub.kbi is incremental function with increasing of angle δ.sub.bi of steering wheel. Based on series value u.sub.xi[u.sub.xn . . . u.sub.x3, u.sub.x2, u.sub.x1] of decreasing of vehicle speed u.sub.xi, the set Y.sub.kbi[Y.sub.kbn . . . Y.sub.kb3, Y.sub.kb2, Y.sub.kb1] of target control values of rotation angle velocity {dot over (δ)}.sub.bi of steering wheel are determined at certain u.sub.xi, μ.sub.k, N.sub.z. The values in the set Y.sub.kbi are limit values or optimal or values which can be reached by {dot over (δ)}.sub.bi of steering wheel at certain u.sub.xi, μ.sub.k, N.sub.z. The deviation e.sub.ybi(t) between series absolute value of target control value Y.sub.kbi of rotation angle velocity {dot over (δ)}.sub.ybi for steering wheel and the series actual value of steering wheel rotation angle velocity {dot over (δ)}.sub.ybi′ of vehicle is defined under certain states of parameters u.sub.xi, μ.sub.k, N.sub.z and δ.sub.bi. A mathematical model of steering assistant moment M.sub.a2 of steering wheel is established by modeling parameter of deviation e.sub.ybi(t) in the logical cycle of control period H.sub.n of rotation moment for steering wheel:
M.sub.a2=f(e.sub.ybi(t)) Based on the positive(+) and negative (−) and size of absolute value of deviation e.sub.ybi(t), the steering power assistant moment or power resistance moment to steering wheel is provided by steering assistant device, according to the direction of which absolutes value of rotation angle velocity for steering wheel is decreased. The rotation angle velocity of steering wheel is adjusted, to make the deviation e.sub.ybi(t) to 0. The rotation angle velocity deviation e.sub.ybi(t) of steering wheel keeps tracking to its target control value, to limit the impact of tire burst rotary force to steering wheel.
39. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. In control of steering rotation torque for tire burst, a steering assistance control supplied by power for tire burst is adopted. (1). A conversion of control and control mode of program type or protocol type is adopted, to implement the control and control mode conversion of related parameters which mainly include angle and/or torque, or/and steering control types of tire burst vehicle, in the cycles of control period H.sub.n of tire burst steering power control of steering wheel. (2). Setting direction determination coordinates of steering of vehicle, judgment rules, judgment procedures and judgment logic, a direction determination mode of parameter of steering angle and torque is adopted, to determine direction of relevant parameters that include angle or/and torque of steering wheel, rotation torque for tire burst and steering assistance moment for tire burst of vehicle steering system. (3). Control of power steering assisted for tire burst Under tire burst conditions, a control mode, model or/and characteristic function of power assisted steering are established by modeling parameters that include steering wheel rotation moment M.sub.c taken as control variable, and rotation angle δ of steering wheel and vehicle speed u.sub.x taken as parameter:
M.sub.a1=f(M.sub.c, u.sub.x) Based on the control mode, model or/and characteristic function, an assistance steering moment M.sub.a1 supplied by power is determined under normal conditions. The modeling structure and characteristics of steering assistance torque M.sub.a1 are as follows: in the forward travel and reverse travel of steering wheel rotation angle, the characteristic function or/and curve are the same or different, and the M.sub.a1 is a decreasing function with increment of speed u.sub.x. The M.sub.a1 is increasing function with increment of absolute value of rotation moment M.sub.c of steering wheel. After direction judgment of tire burst rotation moment M.sub.b′ is determined, a mechanical model of determining target control value of tire burst rotation moment M.sub.b′ is used. The M.sub.b′ is balanced by a balancing moment M.sub.b. The M.sub.b is equal to additional balance assistance moment M.sub.a2 . The M.sub.b′ is equal to negative (−) M.sub.b. Under condition of tire burst, the target control value of rotation torque M.sub.a of steering wheel is vectors sum of value M.sub.a1 detected by rotation moment sensor of steering wheel and additional balance assistance moment M.sub.a2 for tire burst. Under conditions of which direction judgment of related parameters of steering angle and rotation torque are determined, the rotation moment control of steering wheel can be realized by exerting steering assistance torque M.sub.a to steering system of vehicle, in logic cycle of control period H.sub.n of power-assisted steering control for tire burst.
40. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. In control of steering rotation torque for tire burst vehicle, a control mode of rotation torque control of steering wheel for tire burst is adopted. (1). A conversion of control and control mode of program type or protocol type is adopted, to implement the control and control mode conversion of related parameters which mainly include angle and torque, or/and control types of steering of tire burst vehicle, in the cycles of control period H.sub.n of tire burst steering power assisting control of steering wheel. (2). Direction determination of relevant parameters for tire burst, which referred to as tire burst direction determination. A coordinate system of direction determination of relevant parameters that include angle and torque for tire burst is set. The tire burst direction determination uses a judgment mode of rotation torque or/and rotation angle, to determine direction of steering assistance torque M.sub.a and operation or movement move direction of electric device of steering system directly. The deviation ΔM.sub.c between target control value M.sub.c1 of rotation torque of steering wheel and detection value of rotation torque M.sub.c2 measured by sensor of steering wheel is defined in real time:
ΔM.sub.c=M.sub.c1−M.sub.c2; The direction of steering assistance torque M.sub.a, the direction of power parameters of electric device are determined by positive (+) and negative (−) of deviation ΔM.sub.c, which includes direction of motor current i.sub.m and rotation direction of booster motor. (3). Rotation moment control of steering wheel. A control model or/and characteristic function of rotation torque of steering wheel under normal working conditions are determined by modeling parameters that include rotation angle δ of steering wheel, vehicle speed u.sub.x or/and angle velocity {dot over (δ)}:
M.sub.c=f(δ, u.sub.x) or M.sub.c=f(δ, {dot over (δ)}, u.sub.x) The values determined by control model or characteristic function is target control value of rotation torque of steering wheel. The modeling structure of control model or characteristics function is the following. In the forward and reverse travel of steering wheel rotation angle, the characteristic function are the same or different. The characteristic function of steering wheel rotation moment M.sub.c is a decreasing function with increment of vehicle speed u.sub.x. The characteristic function is an increasing function with the increment of absolute value of steering wheel rotation angle δ and rotation angle speed {dot over (δ)}. The model or characteristic function includes return force type of steering vehicle or/and directive steering. A function model of rotation torque of steering wheel is established by modeling parameters that include vehicle speed u.sub.x, rotation angle δ of steering wheel or/and rotational angle velocity {dot over (δ)}, to determine target control value M.sub.c1 of steering wheel rotation moment M.sub.c. The change rate of the M.sub.c is basically consistent to change rate of return force moment M.sub.j of steering wheel or/and directive wheel. Actual value M.sub.c2 of rotation torque of steering wheel is determined by real-time detection value of torque sensor. The deviation ΔM.sub.c between target control value M.sub.c1 of rotation torque of steering wheel and real-time detection value M.sub.c2 of torque sensor is defined. Based on deviation ΔM.sub.c, a model of power assistance or resistance moment M.sub.a of steering wheel under normal and tire burst conditions is established:
M.sub.a=f(ΔM.sub.c) Under condition of which the direction of assistance or resistance moment M.sub.a is determined, the assistance or resistance moment M.sub.a of steering wheel under tire burst conditions is determined. In every cycles for period H.sub.n of torque control of steering wheel for tire burst vehicle, and under action of steering power assistance or resistance M.sub.a of power steering device, it can balance or compensate to impact of tire burst rotation moment. Under tire burst conditions, the steering wheels is exerted by stable or optimal rotation torque that is basically the same as return torque of directive wheel exerted by ground under normal conditions. The driver can obtain fine feel to operation of steering wheel, and can obtain fine road feel at any angle of the steering wheel.
41. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Controller set by steering subsystem of rotation torque control for tire burst setup control subroutine or software, electronic control unit and executive device of tire burst rotation moment control. (1). Based on control structure, control flow, control mode, model or/and algorithm for tire burst rotation force moment, a subprogram of tire burst rotation moment control is developed. The subprogram or software of mainly includes direction determination program modules of related parameters of rotation angle and rotation torque of steering wheel, and rotation moment of power assistance steering. One of subroutine module of rotation moment control modes that includes rotation angle δ and rotation angle speed {dot over (δ)}.sub.bi of steering wheel, power steering assistant torque, rotation torque of steering wheel for tire burst is adopted. The set direction judgment program module mainly include torque direction judgment, angle direction judgment and steering assistant torque program module. Steering assistant torque for tire burst mainly is composed by E control program module of steering assistant torque under normal and tire burst working conditions, and G program control module of relationship between steering assistant torque and current or/and voltage of steering assistant device, or/and program module of control algorithm for tire burst rotation torque. (2). Electronic control unit (ECU). The ECU of controller mainly includes control modules of input/output, microcontroller (MCU) or/and related control chip of rotation force of steering wheel for tire burst, minimized peripheral circuit. The subroutine or software of tire burst rotation moment control is written into the ECU of tire burst brake control. The electronic control unit (ECU) can realize the functions of data processing and direction determination of related steering parameters under tire burst working conditions or/and normal working, and control functions of steering wheel rotation angle, power assistant moment of steering system, and control functions of steering wheel rotation torque and tire burst rotation force, as well as conversion and control functions between steering assist torque and electric current or/and voltage of driving motor. (3). Executive device of assistant steering control by electric power includes power steering device of electric mechanical or electric hydraulic, electric mechanical steering system and steering wheel. The electric mechanical or electric hydraulic power steering device mainly composed of power motor or hydraulic power steering device, deceleration mechanism and mechanical transmission device. When tire burst control signal I arrives, the electronic control unit (ECU) processes to datum, according to the control program or software. The ECU outputs control signal to assistant steering device including motor or/and hydraulic device set by power assistant system. The motor or hydraulic device of assistant steering device exports power torque. Pass through deceleration mechanism, or/and clutch, and mechanical transmission mechanism, the power assistant or resistance torque is provide to assistant steering device on specified rotation direction at any corner of the steering wheel, to realize tire burst rotation moment control of vehicle.
42. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. In tire burst condition, the system adopts an additional angle control of active steering of vehicle. (1). In the cycles of control period H.sub.n of rotation angle control of steering wheel or/and directive wheels for tire burst vehicle, a conversion of control and control mode of program type or protocol type is adopted, to implement control and control mode conversion of related parameters which mainly include angle or/and steering control of tire burst vehicle. (2). Direction determination of related parameters of active steering of vehicle driven by man for tire burst. According to coordinate system, judging rules, procedures and judging logic of tire burst direction, the insufficient steering and excessive steering of tire burst vehicle are determined by positive (+) and negative (−) of direction of steering wheel rotation angle δ and yaw angle velocity deviation e.sub.ωr(t) of vehicle. On the basis of direction judging of steering wheel angle δ, insufficient or excessive steering of vehicles or/and position of tire burst wheel, the direction of additional rotation angle θ.sub.eb) (+, −) of directive wheel is determined by tire burst steering system of vehicle. (3). Active steering control for tire burst. On the basis of direction judging of relevant parameters, a balancing additional angle θ.sub.eb that is independent to the driver's operation applied to actuator of active steering system (AFS) can be compensate to insufficiency or excessive steering of vehicle for tire burst. The actual angle θ.sub.e of directive wheel of vehicle is vector sum of both of directive wheel steering angle θ.sub.ea determined by driver's operation and additional balancing rotation θ.sub.eb for tire burst. The direction of additional balancing angle θ.sub.eb for tire burst is opposite to the direction of steering angle θ.sub.eb′ of wheel for of tire burst. In linear superposition of angle θ.sub.eb and angle θ.sub.eb′, the vector sum of angle θ.sub.eb and angle θ.sub.eb′ is 0. A control mode or/and model of additional balance angle θ.sub.eb of directive wheel to tire burst are established by the modeling parameters which include yaw angle velocity ω.sub.r of vehicle, sideslip angle β of vehicle to vehicle quality center, or/and lateral acceleration {dot over (u)}.sub.y, adhesion coefficient φ.sub.i, or/and friction coefficient μ.sub.i, or/and slip S.sub.i of directive wheel. Based on tire burst state parameters or/and stage determined by the state parameters, the target control value of additional steering angle θ.sub.eb of directive wheel for tire burst is determined by using corresponding control mode or/and algorithm. Defining deviation e.sub.θ(t) between of both of target control value θ.sub.e1 of directive wheel angle θ.sub.e and its actual value θ.sub.e2, a control model of angle θ.sub.e of directive wheel is established by modeling parameters that include deviation e.sub.θ(t). The control adopted open-loop or closed-loop control. In the control cycle of period H.sub.y, the active steering system AFS control a actuator that can superimpose movement of two vector of directive wheel angle θ.sub.ea and additional balanced angle θ.sub.eb for tire burst. The actual value of rotation angle θ.sub.e2 of directive wheel is always tracked to its target control value θ.sub.e1. In the active steering control of tire burst, an independent control mode of rotation angle θ.sub.e of directive wheel, or a coordinated control mode of rotation angle θ.sub.e of directive wheel and electronic stability control program ESP of vehicle can be adopted by the active steering control for tire burst.
43. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Steering control of electronic servo power for tire burst is used. (1). A conversion of control and control mode of program type or protocol type is adopted, to implement the control and control mode conversion of related parameters which mainly include rotation angle of steering wheel and/or steering assistance moment M.sub.a of steering wheel, or/and steering control types of tire burst vehicle, in the cycles of control period H.sub.n of tire burst steering power control of steering wheel. (2). Direction determination of related parameters to active steering of driven by man vehicle for tire burst. According to coordinate system, judging rules, procedures and judging logic of tire burst direction determined by the system, direction judgement for tire burst mainly includes direction judgement of steering wheel angle and tire burst rotation moment, direction judgement of power assistance or resistance moment of steering. (3). On the basis of direction determination of related parameters, the servo power steering control of active steering for tire burst uses one of the following steering control modes. i. Control mode of servo power steering for tire burst vehicle. One of control model of steering assistance moment M.sub.a or characteristic function in normal working condition are established by modeling parameters that include rotation moment M.sub.c of steering wheel as control variable, speed u.sub.x and steering wheel angle δ as parameter, to determine steering assistance moment M.sub.a1, additional balancing moment M.sub.a2 for tire burst. The steering assistance moment M.sub.a is sum of vectors M.sub.a1 and M.sub.a2 . The tire burst rotation moment M.sub.b′ can be balanced by additional balancing moment M.sub.a2 . The target control value of steering assistance moment or resistance moment M.sub.a of vehicle is determined. ii. Control mode of steering assistance moment of steering wheel for tire burst. The control model and characteristic function under normal working condition are established by modeling parameters that include rotation angle δ of steering wheel, vehicle speed u.sub.x and rotation angle velocity {dot over (δ)} of steering wheel, to determine target control value of torque steering M.sub.c1 of steering wheel. The deviation ΔM.sub.c between target control value M.sub.c1 of steering wheel rotation torque and real-time torque value M.sub.c2 measured by torque sensor of steering wheel is determined. Based on the function model with deviation the ΔM.sub.c, the steering assistance or resistance moment M.sub.a of steering wheel is determined under tire burst conditions is determined. In the logic cycle of steering control period H.sub.y of vehicle, the assisting or resistance moment to steering wheel can be adjusted actively by electronic servo steering controller and power device at any steering position of steering wheel, therefrom, to realize power steering control of tire burst vehicle in real-time.
44. A control system of safety and stability for tire burst vehicle, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. An active steering control of drive-by-wire of manned vehicle uses redundancy design. Combinations of drive-by-wire system for each steering wheel is set up. One of combination includes drive-by-wire steering of front-wheel and mechanical steering of rear-wheel, drive-by-wire steering of front axle and rear axle, drive-by-wire steering of four-wheel. Under tire burst working condition, a bus of drive-by-wire steering is used. The drive-by-wire active steering control is a kind control by connection of high-speed fault-tolerant bus and management of high-performance CPU control. (1). Absolute or/and relative coordinate system for direction judgment of angle or/and torque can be set up. Direction of relevant rotation angle and torque is calibrated in the coordinate system. A mathematical logic of direction judgment of relevant angle or/and torque is established. On bases of the direction calibration and logic direction judgement, the parameter directions for vehicle steering can be determined. According to the different setting of angle or torque parameters or/and the different setting of detecting sensor, direction determination mode of relevant steering parameters for tire burst is determined. (2). The tire burst active steering by drive-by-wire adopts control and control mode conversion of program type or coordination type, which mainly includes control and control mode conversion between tire burst and non tire burst of vehicle, control and control mode conversion of relevant angle and torque parameters in the cycle of periods H.sub.n of control parameters or control type. (3). Drive-by-wire steering control of vehicle driven by includes rotation angle θ.sub.e control of directive wheel and road sense control of steering wheel. Under normal condition, rotation angle θ.sub.ea of directive wheel is determined by steering wheel angle δ. Under tire burst working condition, vehicle understeer or oversteer steering caused by tire burst is balanced or compensated by an directive wheel additional angle θ.sub.eb that is not controlled by the driver within the critical speed range of vehicle. The steering wheel angle θ.sub.e is vector sum of both of steering wheel angle θ.sub.ea and additional balance angle θ.sub.eb. The steering control of directive wheel adopts the coupling or coordinating control mode of two parameter of rotary angle θ.sub.e and rotary driving moment M.sub.h of directive wheel to determine target control value of coordinated or coupled control of control variable the θ.sub.e and the M.sub.h. Based on dynamic equation of steering system, a dynamic model for tire burst control is established by modeling parameters that includes rotation angle θ.sub.e of directive wheel, and rotation driving moment M.sub.h transmitted by power device of steering system, or/and rotation moment M.sub.k of directive wheel exerted by ground. Based on structure of steering system, the dynamic model of steering system which includes power device, steering mechanism with gear and rack and wheel is established. Or the model is transformed to transfer function by Laplace transform. According to modern control theory that includes algorithm of PID, or fuzzy, or neural network or optimal, a corresponding steering control is designed, to solve technical issues about response time and overshoot of steering vehicle under condition of which tire burst rotation angle, value of rotation driving torque and direction of vehicle changes sharply. i. In control of turning to left and right of vehicle, according to the regulations of angle and torque direction of coordinate system, the zero point of absolute coordinate system of vehicle is the origin of rotation angle δ of steering wheel; the rotation direction of left steering and right steering of vehicle is determined. In the origin of left side and right side of vehicle steering control, that is, the zero position of rotation angle of steering wheel, the electronic control unit set steering controller makes a translation to direction of the electronic control parameters that include current or/and voltage, from this, to realize a converting of driving direction of electric device under condition of production of tire rotation moment M.sub.b′. The translation or/and converting is adapt to coupling or coordinate control of both of rotation angle δ of steering wheel and driving torque rotational torque M.sub.h of directive wheel under condition of which rotation torque for tire burst is produced. The running direction of the electric driving device includes the rotation direction of the motor or the driving direction of translation device. ii. Rotation angle θ.sub.e control of directive wheel for tire burst. In the coordinate system determined by this system, the steering angle of vehicle and wheel, yaw angle velocity of vehicle, insufficient or excessive steering of vehicles are vectors. First. Angle θ.sub.ea of directive wheel is determined by rotation angle δ.sub.e of steering wheel to normal working conditions. Under tire burst working conditions, an additional burst tire balanced angle e.sub.eb which is independent to driver's steering operation is applied to directive wheel of steering system by controller. Within critical speed range of vehicle steady-state control, the insufficiency or oversteering steering of tire burst vehicle is compensated by the e.sub.eb. The target angle θ.sub.e of directive wheel is sum of vector of angle θ.sub.ea and the additional balance angle e.sub.eb of directive wheel. Second. The transmission ratio C.sub.n between steering wheel angle δ.sub.e and directive wheel angle θ.sub.e is a constant value or dynamic value. The dynamic value is determined by mathematical model with parameter including vehicle speed u.sub.x. Third. A mathematical model of additional balance angle e.sub.eb for tire burst is established by modeling parameters including vehicle speed u.sub.x, rotation angle δ of steering wheel, yaw angle velocity deviation e.sub.ωr(t) of vehicle, sideslip angle e.sub.β(t) to mass center of vehicle, or/and ground friction coefficient and lateral acceleration {dot over (u)}.sub.y of vehicle. The target control value of e.sub.eb is determined. Fourth. Setting control period H.sub.y of vehicle steering. The H.sub.y is a set value, or the H.sub.y is a dynamic value. Deviation e.sub.δ(t) between the target control value of steering wheel angle δ.sub.1 and its actual value δ.sub.2 is determined. According to positive and negative of the deviation e.sub.δ(t), the direction of driving torque of directive wheel under normal working conditions is determined. (4). Rotary driving torque control of steering wheel for tire burst The deviation e.sub.θ(t) between the target control value of directive wheel angle θ.sub.e1 and its actual value θ.sub.e2 is determined. Based on dynamic equation of steering system, a control model of rotation driving moment M.sub.h of directive wheel of manned vehicle is established by coordinated control variables θ.sub.e and M.sub.h, modeling parameters which include the rotation force M.sub.k of directive wheel exerted by ground, deviation e.sub.δ(t) of target control value of steering wheel rotation angle δ and its actual angle or/and rotation angle velocity {dot over (δ)}.sub.e. On the basis of the control model, target control value of M.sub.h is determined. According to the positive and negative of deviation e.sub.δ(t) between the target control value δ.sub.1 and its actual value δ.sub.2 of steering wheel, direction of rotation driving moment M.sub.h of directive wheel is determined. The rotation moment M.sub.k of directive wheel exerted by ground includes the rotation moment M.sub.b′ of tire burst. When tire burst of vehicle occurs, the value and direction of M.sub.b′ change. Rotation angle θ.sub.e of directive wheel is controlled by θ.sub.e1 and θ.sub.e2, and rotation driving moment M.sub.h of directive wheel is adjusted in real time. Various modes are used to determine rotation driving moment M.sub.h. The following one of modes of determining rotation driving moment M.sub.h is adopted. i. One of modes: rotation driving moment M.sub.h is determined by rotation torque sensor set in the between directive wheel and the mechanical transmission device of steering system. ii. Two of modes: The rotation moment M.sub.h is determined by differential equation:
M.sub.h−M.sub.kj.sub.u{umlaut over (θ)}.sub.e−B.sub.u{dot over (θ)}.sub.e where j.sub.u is equivalent moment of inertia, B.sub.u is equivalent resistance coefficient of the steering system. Defining deviation e.sub.m(t) of rotary driving moment between value M.sub.h2 detected by sensor and target control value M.sub.h1 of rotary driving moment of directive wheel, open-loop or closed-loop control is adopted during logical cycle of control period H.sub.y of directive steering. The target control value M.sub.h1 of rotary driving moment of directive wheel is always tracked by actual value of driving force M.sub.h2 by feedback control of deviation e.sub.m(t) under the action of rotating driving moment M.sub.h. The rotation angle θ.sub.e control of directive wheel is a control that make the deviation e.sub.θ(t) become 0. At any corner position of turning to left direction or right direction of vehicle, the coordinate of control of rotation driving torque M.sub.h and rotation angle θ.sub.e is realized by action of rotation moment M.sub.k of steering wheel exerted by ground and steering drive torque M.sub.h of steering system. The angle θ.sub.e of directive wheel is controlled by an active or self-adaptive joint adjustment of rotation moment M.sub.k of ground and rotation driving torque M.sub.h.
45. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. The control subroutine or software, electronic control unit and executive device of active steering of vehicle driven by man for tire burst. (1). Control subroutine or software Based on control structure, control flow, control mode, model or/and algorithm of tire burst rotation force moment of electronic control or drive-by-wire vehicle driven by man for tire burst, a subprogram of tire burst control is developed. i. Subprogram of active steering of electronic control for tire burst vehicle includes program module of direction judgment of directive wheel rotation angle θ.sub.ea by driver controlling and additional angle θ.sub.eb of directive steering for tire burst and of related parameters of electronic servo power steering, and program module of electronic servo power steering control or/and coordination control of tire burst active steering and electronic stability control program system ESP in brake and steering of vehicle. ii. Control subroutine or software of drive by wire of active steering of tire burst vehicle includes program module of direction judgment and steering control of rotation angle δ of steering wheel or rotation angle θ.sub.e of directive steering, program module of tire burst rotation torque M′.sub.b or/and rotation moment M.sub.k by ground exert on steering wheel, program module of rotation driving torque M.sub.h of directive wheel or/and program module of coordination control for tire burst of active steering and stability control procedure ESP of vehicle. (2). Electronic control unit (ECU). The ECU is mainly includes control input/output, microcontroller (MCU) or/and related control chip, minimized peripheral circuit and stabilized power supply. The subroutine or software of active steering of driven by man vehicle for tire burst is written to electronic control units. The ECU can realize function that includes direction determination and steering control of relevant angle and torque parameters, and coordination control of rotation angle and rotation drive torque of directive wheel of tire burst vehicle. (3). Active steering executive device of manned vehicle. The executive device includes electronic control or drive-by-wire active steering actuator. i. The electronic control mechanical active steering device for tire burst mainly includes mechanical electronic control servo steering system and active steering device. Active steering controller outputs signals to control the driving actuator set in the active steering system. Rotation angle θ.sub.ea and additional rotation angle of directive wheel for tire burst is superimposed by movement superposition mechanism. The rotation angle θ.sub.e of directive wheel is sum of vectors of the θ.sub.ea and the θ.sub.eb, namely, θ.sub.e=θ.sub.ea+θ.sub.eb. ii. The control device by drive-by-wire includes two modules of steering wheel and directive wheel. The steering wheel module mainly includes steering wheel, steering column, road sense device and related sensors. The steering wheel module is mainly composed by steering motor, deceleration device, transportation device of power transmission and directive wheel.
46. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Control planning and decision-making of active steering for tire burst vehicle are adopted by driverless vehicle. (1). Direction determination of relevant parameter of active steering for tire burst vehicle. The coordinate system, rule of direction judgement of relevant parameters that include steering angle, torque and judgement logic are established. The judgement of understeer and oversteer of vehicle are determined by positive (+) and negative (−) of yaw angle rate deviation e.sub.ωr(t), or/and the position of tire burst wheel are determined, or/and direction of relevant parameter of active steering for tire burst are determined. (2). Environmental perception and identification. Among them, vehicle distance detection mainly includes vehicle distance monitoring determined by machine vision or/and vehicle distance monitoring determined by information commutation way (VICW) of vehicles. Machine vision mainly uses optical or electronic camera and computer processing system. Environment identification mainly includes: environment identification of information commutation way (VICW) of vehicles or/and environment identification of road traffic vehicle network. (3). Active Steering Control of Driverless vehicle Central control of driverless vehicle. The central master controller includes sub-controllers of environment perception and identification, positioning and navigation, path planning, control decision to normal and tire burst working state; it mainly related to fields of tire burst vehicle stability control, tire burst collision prevention, path tracking, addressing to parking and path planning of parking. The central controller sets up various sensors for environmental identification and vehicle control, and set up machine vision, global satellite positioning, mobile communication, navigation, artificial intelligence controllers, or/and sets up controller of vehicle connection network of road traffic under normal and tire burst conditions. When entering signal i.sub.a of tire burst control arrives, the vehicle get into a control mode for tire burst. During state process and control period of tire burst vehicle, the steady state of wheels, stability and attitude control of vehicle, stable deceleration or acceleration control of whole vehicle in a entirety are planned by environment identification, positioning, navigation, path planning and control decision-making of vehicle, according to direction judgement of parameter for tire burst, tire burst control mode, model or/and algorithm of braking, driving, rotation force of steering wheel, active steering and suspension control. The central master controller plans coordination control of lane holding of tire-burst vehicle, anti-collision control of the vehicle to front and rear vehicles or/and obstacles. The central master controller makes a strategic decision to vehicle speed, running path and path tracking of vehicle, or/and makes a decision to parking location and path from the vehicle to parking site after vehicle tire-burst, to realize the parking control of tire burst vehicle. (4). Path planning of tire burst vehicle i. Information of road traffic that includes lanes and lane lines, road signs, road vehicles and obstacles are obtained by path planning sub-controller. The positioning and navigation of vehicle, the distance between the vehicle and the front, rear, left and right vehicles, lane lines, obstacles, relative speed of the front and rear vehicles are determined. The overall layout of positioning, environment status and driving planning between the vehicle and surrounding vehicles are made. ii. Based on the environment perception, positioning, navigation and stability control of vehicle, the sub controller adopts a control mode or/and algorithm of wheel, steering of vehicle and vehicle under normal and tire burst conditions, to determine parameters that include vehicle speed u.sub.x, rotation steering angle θ.sub.lr of vehicle, rotation angle θ.sub.e of steering wheel. The control modes or/and algorithm can be established by modeling parameters that include distance L.sub.s between the vehicle and the left, right lane, distance L.sub.g between the vehicle and right, left vehicle, distance L.sub.t of the vehicle and front and rear vehicle, positioning angle δ.sub.w of lane or lane line in coordinates, turning half diameter R.sub.s of lane or vehicle track or curvature, steering wheel slip rate S.sub.i, ground friction coefficient μ.sub.i, from these, to formulate position coordinates and change diagram of vehicle, to plan vehicle driving diagram, to determine vehicle driving path, and to complete driving path and lane planning of the vehicle according to the driving diagram and driving path.
47. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Steering control of driverless vehicle for tire burst. (1). The main control computer calls or mobilizes the control mode conversion subroutine to automatically realize the conversions of control and control mode, which includes the conversions of control and control mode between tire burst and non tire burst control mode, and control and control mode conversion of relevant angle and torque parameters in the cycle of periods H.sub.n of control parameters or control type. (2). Direction determination of relevant parameter of active steering for tire burst vehicle. One or combination of following decision modes is used. The coordinate system, rule of direction judgement of parameters and judgement logic are determined to determine direction of relevant parameters that include steering angle and torque of wheel and vehicle. Understeer and oversteer of vehicle are determined by positive (+) and negative (−) of yaw angle rate deviation e.sub.ωr(t); or/and position of tire burst wheel are determined. (3). Steering control of driverless vehicle. The vehicle speed u.sub.x, rotation steering angle θ.sub.lr of vehicle, rotation angle θ.sub.e of directive wheel are determined by coordinated control mode of steady-state control of steering, braking, driving, anti-collision vehicle for tire burst. i. The coordinated control of lane keeping and path tracking of vehicle, attitude and collision avoidance of the vehicle can be carried out under normal and tire burst conditions. Ideal steering angle θ.sub.lr of vehicle and steering angle θ.sub.e of directive wheel are determined by the mathematical model or/and algorithm of the above parameters that include u.sub.x, θ.sub.lr, θ.sub.e. The modeling structure of the model mainly includes: the θ.sub.lr and θ.sub.e are decreasing function with increment of the R.sub.s and u.sub.x. The θ.sub.lr and θ.sub.e are an increasing function with increment of wheel slip ratio. The coordinate position of lane line, surrounding vehicles, obstacles and the vehicle are determine by parameters that include L.sub.g, L.sub.t, θ.sub.w, R.sub.s, u.sub.x. The direction and size of the ideal control value of steering wheel angle θ.sub.e and vehicle rotation steering angle θ.sub.lr of vehicle are determined by parameters that include L.sub.g, L.sub.t, θ.sub.w, R.sub.s, u.sub.x. In the parameters, the L.sub.g is distance from the vehicle to left vehicles or/and right vehicles, L.sub.s is distance from the vehicle to obstacle or/and vehicle Lane, the L.sub.t is distance from the vehicle to front vehicle or rear vehicle or/and obstacle, the θ.sub.w is the orientation angle of the lane that includes the lane line in coordinates, the R.sub.s is turning radius of gyration or curvature of running path of lane or vehicle, the S.sub.i is slip ratio of directive wheel and the μ.sub.i is ground friction coefficient of tire-burst vehicle. ii. Defining three types of deviations of vehicles and wheels. Deviation 1: the deviation e.sub.θT(t) between ideal steering angle θ.sub.lr of the vehicle to path planning and path tracking determined by the central controller and actual steering angleθ.sub.e′ of directive wheel is defined. The actual steering angle θ.sub.e′ of directive wheel contains the steering angle caused by tire burst rotating moment M.sub.b′ under the condition of tire burst. Deviation 2: the deviation e.sub.θlr (t) between ideal steering angle θ.sub.lr of vehicle and actual steering angle θ.sub.lr′ of vehicle is defined. Deviation 3: deviation e.sub.θ(t) between ideal rotation angle δ.sub.e of directive wheel and actual rotation angle θ.sub.e′ of directive wheel is defined.
e.sub.θT(t)=θ.sub.le−θ.sub.e′, e.sub.θlr(t)=θ.sub.lr−θ.sub.lr′, e.sub.θ(t)=θ.sub.e−θ.sub.e′ iii. A mathematical model of steering vehicle is established by modeling parameters that include θ.sub.lr,θ.sub.e, θ.sub.lr ′ and their deviation e.sub.θT(t),e.sub.θlr(t) and e.sub.θ(t), to determine target control values of steering of vehicle and wheels in real-time. The deviation e.sub.θT(t) between ideal steering angle θ.sub.lr of vehicle and actual steering angle θ.sub.e′ of wheel can determine sideslip angle and sideslip state of directive wheel. Cycle of control period H.sub.θn of rotation angle of directive wheel is set up. The period H.sub.θn is a value set, or it is a dynamic value that may be determined by modeling parameters that includes vehicle speed u.sub.x, rotation angle θ.sub.e of directive wheel, or/and angle deviation e.sub.θlr(t) or e.sub.θ(t) of vehicle. The θ.sub.e and the θ.sub.lr are main control parameters for lane planning, Lane maintenance and path tracking of driverless vehicles.
48. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts control mode, model or/and algorithm for tire burst, and set information unit, tire burst controller and actuator, to realize safety and stability control of vehicle for tire burst. Characteristics of the system is the following. The steering control of driverless vehicle for tire burst mainly includes: anti-collision of tire burst vehicle, parking path planning, path tracking and safe parking control. (1). Anti-collision control of driverless vehicle for tire burst Based on coordinated control mode of anti-collision, braking, driving and stability of tire burst vehicle, the position of the vehicle, coordinates position from the vehicle to the front, rear, left, right vehicles and obstacles are determined by machine vision, ranging, communication, navigation and positioning in real time. The distance and relative speed between the vehicle and the front, rear, left, right vehicles and obstacles are calculated, according to control time zone of multiple levels which include safety, danger, no entry and collision. The collision-avoidance of vehicle, steady-state control of wheel and vehicle and deceleration or accelerate control of the tire burst vehicle are realized by independence or/and combination control of brake or driving A, B, C, D in logic cycle of period H.sub.h, the conversion of control mode of braking and driving, coordination control of active steering and active braking. The collision-avoidance control of tire burst vehicle includes collision-avoidance control between the vehicle and front, rear, left right vehicles, and around obstacles. According to the route planned, path tracking of the tire burst vehicle is carried, to arrive safe parking position of the vehicle. (2). Path planning, path tracking and safe parking of tire burst vehicle i. Networked controller of Internet network of automotive vehicle is set up. Through global satellite positioning system and mobile communication system, the wireless digital transmission module set by networked controller of vehicle can send signals that include position, tire burst status, running and control status of the vehicle to coupling network of the passing vehicles of periphery region. The wireless digital transmission module of the tire burst vehicle can obtain the query information required by the tire burst vehicle, which includes addressing of parking position of the tire burst vehicle and planning path to the parking position by coupling network of the vehicle. ii. A view processing analyzer of artificial intelligence is set up. During running process of vehicle, the processor and analyzer set by the controller classifies and processes to camera screenshots of surrounding road traffic and environment by category, and temporarily stores the typical images, or/and replace screenshots according to a certain period or/and level, and determine the stored typical images. The typical images stored in the main control computer include emergency parking lane, exiting of ramp and parking space of beside road of highway. The typical features and abstract features of image can be obtained. In tire burst control of the vehicle, the tire burst controller set in the networked vehicle uses mode of recognition of machine vision or/and search by networking, and processes and analyzes the images of road and surrounding environment taken by the machine vision in real-time. According to the image features and abstract features, the road image and its surrounding environment image taken from machine vision is compared with the typical classification image of parking location stored in the main control computer. The safely parking position of emergency parking lane, ramp exiting or beside road of highway is determined by analysis and judgment of computer. The tire burst vehicle can be driven to the planned parking position, according to the parking line planned.
49. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst condition, driverless vehicle uses drive-by-wire active steering control. (1). The main control computer calls or mobilizes the control mode conversion subroutine to automatically realize the conversions of control and control mode, which includes the conversions of control and control mode between tire burst and non tire burst control mode, and control and control mode conversion of relevant angle and torque parameters of vehicle steering for tire burst in the cycle of periods H.sub.n of control parameters or control type. (2). Active steering control by drive-by-wire adopts direction judgment of angle and torque of related parameter. According to control and control mode conversion of the program type, it can be realized to control and control mode conversion that include control and control mode conversion between tire burst and non-tire burst, control and control mode conversion of relevant angle and torque control parameters in cycle of control period H.sub.n of active steering control, or/and the control and control mode conversion of active steering control mode or type. (3). The active steering control is a kind control by connection of high-speed fault-tolerant bus and management of high-performance CPU control. The control adopts redundancy design. The control is sets up as a combination system of drive-by-wire steering of directive wheels of vehicle. The combination system includes various control modes and structures that are steering of front axle and rear axle or steering of four-wheel by drive-by-wire independently. The combination system sets central control computer, dual or triple steering control unit, dual or multiple software, two or three groups of electronic control unit, active steering units and power device provided by independent structure and combination structure. A steering control of vehicle is based on dynamic system constituted by steering motor, steering device and of steering wheel and acting force of wheels applied by the ground. Controller of directive wheel and sub-controller for drive-by-wire failure are set up. The driver-by-wire bus of steering vehicle is used by the controller. The information and data exchange of vehicle-mounted systems are realized by the vehicle-mounted data bus. (4). Tire burst active steering control Tire burst steering control is mainly uses parameters that include vehicle speed u.sub.x, steering angle θ.sub.lr of vehicle, rotation angle θ.sub.e of directive wheel, rotation driving torque M.sub.h of directive wheel. Based on control parameters u.sub.x, R.sub.s and θ.sub.lr determined by path following control of vehicle, a coordinated or coupled control model or/and algorithm of rotation angle θ.sub.e of directive wheel and rotation driving torque M.sub.h of directive wheel are established, to determine target control value of coordinated or coupled control of control variable the θ.sub.e and the M.sub.h. The ideal or target control value of steering angle θ.sub.lr of vehicle and rotation angle θ.sub.e of directive wheel are determined under working condition to tire burst, where, the R.sub.s is rotation steering radius of vehicle or/and vehicle lane, the R.sub.s may be replaced by curvature of vehicle lane or vehicle lane line. Defining three types of deviations of vehicles and wheels: deviation e.sub.θT(t) between ideal steering angle θ.sub.lr of vehicle and actual steering angle θ.sub.e of the wheel to path planning and path tracking; deviation e.sub.θlr(t) between ideal steering angle θ.sub.lr of vehicle and actual steering angle θ.sub.lr′ of vehicle, deviation e.sub.θ(t) between ideal rotation angle θ.sub.e of directive wheel and actual rotation angle θ.sub.e′ of directive wheel. A dynamic control cycle H.sub.θn is set. The H.sub.θn is determined by equivalent model or/and algorithm with parameters that include speed u.sub.x, rotation angle θ.sub.e of directive wheel, or/and steering angle deviation e.sub.θlr(t) of vehicle. A control model of steering angle θ.sub.e of directive wheel under the condition to tire burst is established by including deviation e.sub.θT(t), e.sub.θlr(t). The ideal or target control value of θ.sub.e is determined. Based on deviation e.sub.θT−1(t), e.sub.θlr−1(t) and θ.sub.e in cycle of previous period H.sub.θn−1, and according to the control model of θ.sub.e, the ideal or target control value of steering angle θ.sub.e of directive wheel in this period H.sub.θn of control cycle is determined. Closed loop control of steering angle θ.sub.e of directive wheel is adopted. In each control H.sub.θn of control cycle, the actual value of steering wheel angle θ.sub.e′ always tracks target control value of the θ.sub.e. (5). Rotation driving torque control of directive wheel for tire burst i. In control process of turning to left and turning to right of vehicle, the zero point of absolute coordinate system of vehicle is origin of rotation angle δ of steering wheel according to the regulations of angle direction and torque direction of coordinate system, from this, the rotation direction of left steering and right steering of vehicle is determined. In the origin of left side and right side of steering control of vehicle, that is, the zero position of rotation angle of directive wheel, the electronic control unit set by steering controller makes a translation to direction of electronic control parameters, from this, to realize one converting of driving direction of electric device under condition of production of tire rotation moment M.sub.b′. The translation or/and converting adapt to coupling or coordinate control of rotation angle δ of steering wheel and driving torque rotational torque M.sub.h of directive wheel under condition of which rotation torque for tire burst is produced. The electric control parameters include current or/and voltage; the electric drive device includes motor or the driving translation device. ii. When tire burst occurs, the deviation of rotation angle θ.sub.e of directive wheel for tire burst is produced at any steering angle position of rotation angle θ.sub.e of directive wheel. The active steering controller of drive-by-wire determines change of direction of tire burst rotation moment M.sub.b′ and rotation moment M.sub.k of directive wheel exerted by ground, change of control direction of rotation angle θ.sub.e and driving moment M.sub.h of directive wheel. At the moment of which tire burst rotational torque M.sub.b′ occurs, the torque sensor installed between driving axle of steering system and the directive wheel detects actual rotation driving moment M.sub.h2 of directive wheel in real time. The deviation e.sub.e (t) between target control value of directive wheel angle θ.sub.e1 and its actual value θ.sub.e2 is determined. Based on dynamic equation of steering system, a coupling control model of rotation driving moment M.sub.h of directive wheel of driverless vehicle is established by control coordinating of variables θ.sub.e, M.sub.h and modeling parameters that include the rotation force M.sub.k of directive wheel exerted by ground, deviation e.sub.δ(t) of target control value of steering wheel rotation angle δ and its actual angle value, or/and rotation angle velocity {dot over (δ)}.sub.e. On the basis of control model, target control value of the M.sub.h is determined. According to the positive and negative of deviation e.sub.θ(t) between the target control value θ.sub.e1 and its actual value θ.sub.e2 of directive wheel, direction of rotation driving moment M.sub.h of directive wheel is determined. The rotation moment M.sub.k of directive wheel exerted by ground includes the rotation moment M.sub.b′ to tire burst. When tire burst of vehicle occurs, the size and direction of M.sub.b′change. Defining deviation e.sub.m(t) of rotary driving moment between detected value M.sub.h2 of the sensor and target control value M.sub.h1 of rotary driving moment of directive wheel, open-loop or closed-loop control is adopted during cycle of steering control period H.sub.y. The target control value of rotary driving moment M.sub.h1 of directive wheel is always tracked by actual value of driving force M.sub.h2 by feedback control of deviation e.sub.m(t) under the action of rotating driving moment M.sub.h. At any angle of the left turn or right turn of vehicle, and under action of rotation moment M.sub.k of directive wheel exerted by ground and rotation driving torque M.sub.h of the directive wheel, the rotation angle θ.sub.e of directive wheel is adjusted by active and coordinated control of rotation driving torque M.sub.h of the directive wheel, to make actual value θ.sub.e2 of θ.sub.e always tracks its target control value θ.sub.e1.
50. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Subroutine or software of drive-by-wire steering of driverless vehicle, electronic control unit and drive-by-wire steering actuator. (1). Subroutine or software of steering Based on main program of environment perception, positioning, navigation, path planning and control decision-making, the control subroutine of the active steering control of tire burst vehicle is compiled according to the control structure and process, control mode, model or/and algorithm of steering system. The subroutine set up program module of direction judgment of relevant parameters of steering angle and steering torque of vehicle. The subroutine sets program control modules that include program modules of coordination control of the steering angle θ.sub.lr of vehicle, steering angle θ.sub.e of directive wheel and rotation driving moment M.sub.h of directive wheel to tire burst, or/and set up program modules of anti-collision, coordinate control of braking and steering of tire burst vehicle. (2). Electronic control unit (ECU). The ECU mainly include control modules of input/output, microcontroller (MCU), or/and related control chip of active steering, minimized peripheral circuit, stabilized power supply. The subroutine or software of steering control of drive-by-wire driverless vehicle is written to electronic control units. The ECU can realize coordinated control of rotation angle and rotation drive torque of directive wheel, or/and realizes coordinated control of active steering and braking, or/and realizes coordinated control of active steering and anti-collision of vehicle. (3). executive device of drive-by-wire steering. Active steering controller of drive-by-wire outputs signals to control driving device in the active steering executive device, the rotation angle and rotation driving torque exported by driving motor controls active steering system (AFS) of two wheel or four-wheel of vehicle by means of transmission and mechanical steering driving device, to realize active steering of driverless vehicle. When tire burst control exiting signal arrives, the active steering control to tire burst exits.
51. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. (1). Under tire burst working condition, controller calls subroutine of control and control mode conversion of program type or coordinated type, to realize conversion of control and control mode between braking and drive of vehicle is adopted in the cycle of control period. (2). A characteristic function W.sub.i (W.sub.ai, W.sub.bi) which shows driver's willingness of acceleration and deceleration control of vehicle is introduced. According to the division of forward travel and backward travel of first travel, second travel, multiple travel of the driving pedal, a self-adaptive control model, control logic and conversion of control mode are established. A model include logic threshold model is used. Threshold value and control logic are set. When tire burst control entry signal i.sub.a arrives, no matter where is the position of the drive pedal, the power output of engine or drive device of electric vehicle will be terminated immediately when drive control of vehicle is in one travel of the driving pedal. In the positive travel of two or more times of driving pedal, and when value of characteristic function W.sub.i reaches threshold value c.sub.hai, the brake control for tire burst will exit and enter a conditional driving control according to threshold model and its control logic. In the return travel of the driving pedal for two or more trips, and when value of characteristic function W.sub.i reaches threshold value c.sub.hbi, the drive control of vehicle exits and the tire burst brake control of vehicle returns actively. (3). Entering or exiting of tire burst driving control is determined by characteristic function W.sub.i of driver's control intention. Based on the division of first, second or multiple travel of driving pedal and the direction division of positive (+) or negative (−) travel of driving pedal, a asymmetric function model in forward travel and reverse travel of vehicle drive pedal is established by parameter including travel parameter h.sub.i of drive pedal. The model includes logic threshold model. The so-called asymmetric functions with parameters h.sub.i and {dot over (h)}.sub.l is expressed by the following. In positive(+) travel and reverse negative (−) travel of characteristic function W.sub.i, structure of characteristic function W.sub.i is not completely different; it includes function value W.sub.a of W.sub.i in positive travel of characteristic function W.sub.i is less than the function value W.sub.b of W.sub.i in reverse or negative (−) travel when travel parameter h.sub.i of drive pedal is in the same point set by characteristic function W.sub.i on positive travel and negative travel of driving pedal. Where, value of the characteristic function W.sub.i is absolute value. The positive (+) and negative (−) of travel h.sub.i of driving pedal can indicate driver's willingness to accelerate or decelerate of the vehicle. Under operation of driving pedal, a self-adaptive logic threshold mode of exiting and entry of tire burst braking control is established. A decreasing set c.sub.hai and c.sub.hbi of the logic threshold of each positive (+) travel and negative (−) travel of drive pedal are set. The judgement logic of threshold model is established. In positive (+) travel of two or more travel of driving pedal and when the value determined by characteristic function W.sub.ai reaches threshold value c.sub.hai, tire burst driving control enters and tire burst braking control of vehicle exits. In negative travel (-) of two or more travel of driving pedal and when the value determined by characteristic function W.sub.bi reaches threshold value c.sub.hbi, the tire burst driving control of vehicle exits, and tire burst braking control returns actively when travel h.sub.i of driving pedal is 0. In tire burst control of the second and multiple stroke of the driving pedal, tire burst drive control implemented by throttle and fuel injection of engine or driving device of electric vehicle is realized according to the control model with parameters that include travel or stroke h.sub.i of driving pedal.
52. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. The system uses self-adaptive drive control for tire burst. (1). Tire burst drive control adopts control and control mode conversion of program type or agreement type to implement corresponding control and control mode conversion of tire burst drive control. The control and control mode conversion mainly includes control and control mode conversion between tire burst and non tire burst of vehicle, control mode conversion of control parameters or/and their control mode or type in drive control cycle of period to tire burst. (2). Self-adaptive drive control for tire burst One of comprehensive angle acceleration {dot over (ω)}.sub.p of wheels, comprehensive driving slip ratio S.sub.p of wheels and driving force Q.sub.p of vehicle is determined by parameters that include angle acceleration {dot over (ω)}.sub.i of wheels, driving slip ratio S.sub.i of wheels and driving force Q.sub.i of wheels according to a certain algorithm that includes average or weighted average algorithm. One of self-adaptive control models {dot over (ω)}.sub.p, S.sub.p, Q.sub.p is established by one of modeling parameters that includes {dot over (ω)}.sub.p, S.sub.p, Q.sub.p. The models include: the Q.sub.pk is determined by mathematical model with parameters γ and Q.sub.p, the {dot over (ω)}.sub.pk is determined by the mathematical model with parameters γ and {dot over (ω)}.sub.p, the S.sub.pk is determined by mathematical model with parameters γ and S.sub.p. In model, the γ is tire burst characteristic parameter. The γ is determined by mathematical model with parameters which includes collision avoidance time zone t.sub.ai, yaw angle velocity deviation e.sub.107 .sub.
53. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. The system uses a coordinated and stability control mode of driving and braking, or adopts balance control of active driving and stability steering for tire burst vehicle. (1). Tire burst drive control adopts control and control mode conversion of program type or agreement type to implement corresponding control and control mode conversion of tire burst drive control. The control and control mode conversion mainly includes control and control mode conversion between tire burst and non tire burst of vehicle, control mode conversion of control parameters or/and their control mode or type in drive control cycle of period to tire burst. (2). Coordinated control of stability of driving and braking. In driving control of tire burst vehicle, it is adopted to a logical combination of braking or/and driving stability C control wheel braking stability A control of vehicle and, which include A⊂C, C or A. During the control cycle of its logical combination control, the additional yaw moment M.sub.u exerting on mass center of vehicle is formed by longitudinal tire force produced by differential braking or differential driving of each wheel. The M.sub.u is used to balance tire burst yaw moment M.sub.u′, unbalancing driving yaw moment M.sub.p or/and the braking yaw moment M.sub.n produced in steering of vehicle. The M.sub.u can be use to compensate insufficient or excessive steering of vehicle, to control the dual instability caused by tire burst of vehicle and control based on normal working of vehicle. (3). Balance control of active driving and stability steering for tire burst vehicle. Based on steering wheel rotation angle δ or directive wheel rotation angle θ.sub.ea that can be not determined by operation of driver is exerted to actuator of the active steering system AFS. Within critical speed range of vehicle, the unbalanced driving moment M.sub.p′ or/and brake yaw moment M.sub.n produced in steering of vehicle can be compensated by yaw moment produced by additional rotation angle θ.sub.eb, to balance insufficient or excessive steering of the vehicle. Based on the friction ellipse theory model of wheel, the distribution in wheels of additional yaw moment M.sub.u produced by differential braking or differential driving or braking of each wheel and control of additional angle θ.sub.eb of vehicle is determined by distribution model with modeling parameters that include longitudinal slip ratio of wheel driving and transverse slip angle of steering of wheel in steering and brake of wheels.
54. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. The system adopts tire burst driving control subroutine or software, electronic control unit (ECU) and drive executive device. (1). Tire burst driving control subroutine or software i. Based on the control structure and process, control mode, model and algorithm for tire burst, the control program or software of tire burst drive of vehicle is developed. The wheel drive control subroutine includes program modules of control mode conversion between braking and drive for tire burst, or/and program modules of vehicle self-adaptive drive control of driven by man vehicle or/and drive control of driverless vehicle, program modules of active drive and balance steering control, or/and program modules of coordination control of stability drive and brake, program modules of stability drive control for tire burst vehicle. ii. Electronic control unit (ECU) The electronic control units ECU set by the controller mainly includes control modules of input/output, microcontroller (MCU), or/and related control chip of driving control, minimized peripheral circuit, stabilized power supply. Subroutine or software that include driving control, or coordination control of diving, braking, steering for tire burst vehicle is written to electronic control units ECU. The ECU can realize control function that includes power output of throttle and fuel injection or electric driving device, control function of stability drive or/and brake for tire burst or/and non tire burst wheel, or/and coordination control of drive, brake and steering for tire burst vehicle. (2). Drive executive device The power export device of fuel engine or electric vehicle is used. The tire burst driving controller outputs the balanced or differential driving signals, and controls the opening of the throttle of engine or output power of device of electric vehicle. The driving torque exported by engine or motor is transmitted to the driving wheel of vehicle through variable speed device, transmission mechanism or/and driving force distribution device. The tire burst braking controller outputs balance or/and differential braking signal to the tire burst driving device to control the selected brake wheels. The vehicle can obtain a balanced driving force by coordinated control of drive or/and braking of wheels.
55. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. In normal and tire burst conditions, a suspension control for tire burst is adopted by the system. (1). The suspension control to tire burst vehicle adopts tire burst pattern recognition and tire burst judgment of detection tire pressure of sensor, or the state tire pressure p, or of one of characteristic tire pressure x.sub.b, x.sub.c, x.sub.d. (2). According to state process of tire burst vehicle, control and control mode conversion of suspension control of vehicle manly includes entry and exiting of tire burst control is determined under condition of which tire burst of vehicle judgment is established, control and control mode conversion of suspension travel for normal working condition and tire burst conditions, or/and control and control mode conversion of coordinate control of travel S.sub.v, damping resistance B.sub.v and stiffness G.sub.v of suspension according to state of tire burst vehicle. (3). Under the condition of which tire burst judgment is established, the logic threshold model is adopted for the entry or exiting of suspension control of the tire burst vehicle. When tire burst signal i.sub.a arrives, the secondary judgment of suspension control is made according to the threshold model and judgement logic. If the second judgment is established, vehicle will enter the tire burst suspension control; otherwise, it will exit from tire burst control, and the controller will output entry and exiting signals i.sub.va, i.sub.vb of suspension control for tire burst. (4). In the coordinated control mode and model, elastic element stiffness G.sub.v, damping B.sub.v of shock absorber, position height S.sub.v of suspension is used as control variable. The target control value of G.sub.v, B.sub.v, S.sub.v are determined. Or/and calculates amplitude and frequency of suspension in the vertical direction of vehicle body. i. Deviation e.sub.v(t) between measured value s of suspension position height S.sub.v′ and its target control value S.sub.v are defined. The position height of tire burst wheel or/and suspension position height of each wheel are adjusted by feedback control of deviation e.sub.v(t). The body balance of the tire burst vehicle is adjusted, or/and load distribution of each wheel is adjusted by control of the suspension lift. ii. Coordinate control of travel S.sub.v, damping resistance B.sub.v and stiffness G.sub.v of suspension. The coordinated control model of control variable B.sub.v, S.sub.v or/and G.sub.v is established. In adjusting of control variable S.sub.v, the value of {dot over (S)}.sub.v and {umlaut over (S)}.sub.v are set, to make value of {dot over (S)}.sub.v and {umlaut over (S)}.sub.v be suitable for damping B.sub.v of absorber of suspension. For shock absorber with damping fluid that includes magnetorheological fluid, the damping B.sub.v is adjust to a value that should adapt to {dot over (S)}.sub.v, {umlaut over (S)}.sub.v controls; among, {dot over (S)}.sub.v and {umlaut over (S)}.sub.v are first and second derivatives of travel S.sub.v of suspension. (5). Suspension control program or software, electronic control unit and executive device for tire burst i. Suspension control program or software. Based on the structure, flow, control mode, model or/and algorithm of suspension lifting control for tire burst, a tire burst suspension lifting control subroutine is developed. The subroutine mainly include secondary entering and exiting of suspension control of tire burst vehicle, the control mode, model conversion of tire burst and non-tire burst control modes, travel S.sub.v control of wheel suspension, or/and coordination control of G.sub.v, B.sub.v and S.sub.v of wheel suspension, and program module of servo control for input parameters ii. Electronic control unit of suspension subsystem. The ECU set by the controller mainly includes control modules of input/output, microcontroller (MCU), or/and related control chip of control, minimized peripheral circuit, stabilized power supply. The control subroutine of tire burst suspension is written into the ECU. The ECU can realize tire burst control function that mainly include secondary entering of suspension control of tire burst vehicle, the conversion of control and control mode of non-tire tire burst and tire burst, travel S.sub.v control of wheel suspension, or/and coordinated control function of related parameters that mainly include elastic element stiffness G.sub.v, damping B.sub.v of shock absorber, position height S.sub.v of suspension. iii. suspension subsystem actuator One of executive device of active, semi-active and passive suspension is adopted. The active suspension adopts air spring suspension structure. Passive or semi-active suspension adopts spiral spring or air-hydraulic spring composite structure. First. Air spring suspension. The suspension is mainly composed of hydraulic or pneumatic power device, servo pressure regulating device, hydraulic spring and shock absorber. The hydraulic or pneumatic spring and lifting device are combined as a whole. The pneumatic or hydraulic power device outputs compressed air or pressure liquid which is regulated by the servo device and it is input the lifting device of the suspension, so as to realize the adjustment of the suspension stroke travel of tire burst wheel or/and each wheel. Second. Spiral spring suspension. The suspension is mainly composed of hydraulic or pneumatic power device, spiral spring and shock absorber, and the spiral spring and lifting device are combined as a whole. In the process of braking and steering control of vehicle tire burst, the difficulty of vehicle's stability control caused by the load transfer of each wheel can be reduced after tire burst, and the risk of side tilt of vehicle for tire burst can be reduced. When tire blowout exiting signal i.sub.ve arrives, the suspension lifting control exits under the condition of tire burst.
56. A control system of safety and stability for vehicle tire burst, which is based on braking, driving, steering, engine and suspension system of vehicle, adopts safety and stability control mode, model or/and algorithm for vehicle for tire burst, and set up information unit, tire burst controller and execution unit, to realize vehicle tire burst safety and stability control. Characteristics of the system is the following. Under tire burst conditions, anti-collision control of tire burst vehicle includes one of following self-adaptive anti-collision control and mutual adaptive anti-collision control of the vehicle and around vehicles. (1). Self-adaptive anti-collision control of tire burst vehicle i. An anti-collision time zone t.sub.ai is determined by distance L.sub.ti and relative speed u.sub.c between the vehicle and the rear vehicle. The t.sub.ai is ratio of L.sub.ti and u.sub.c. An anti-collision threshold model with the parameter t.sub.ai of front vehicle and rear vehicle is established. A set C.sub.t1 (C.sub.t1, C.sub.t2, C.sub.t3, . . . C.sub.tn) of decreasing threshold of the t.sub.ai is established. Based on threshold model, the anti-collision time zone t.sub.ai of the vehicle and front vehicle or rear vehicle is divided into levels t.sub.a1, t.sub.a2 . . . t.sub.an that include safety, danger, forbidden and collision. Setting judgement conditions for collision between the vehicle and the rear vehicle: t.sub.an=c.sub.tn. A coordinated control mode of collision avoidance, steady braking of wheel and vehicle is established. According to the single wheel model of braking D control of vehicle, the target control value of vehicle deceleration {dot over (u)}.sub.x is determined. In limited range of a series target control values of vehicle, the brake A,B,C control, logic combination of brake A,B,C control are determined by parameter forms of angle deceleration {dot over (ω)}.sub.i or slip ratio S.sub.i of each wheel. The brake A, B, C control logic combination mainly includes C⊂B∪A, A⊂C, C⊂A. Vehicle speed {dot over (u)}.sub.x as a control variable is assigned by each wheel according to parameter forms of angle deceleration {dot over (ω)}.sub.i or slip ratio S.sub.i or braking force Q.sub.i. In cycle of period H.sub.h of brake A,B,C control and their logic combinations, distribution of each wheel for differential braking force in vehicle steady state C control of vehicle is used preferentially. The angle deceleration {dot over (ω)}.sub.i or slip rate S.sub.i for braking B control orderly is decreased with decreasing of t.sub.ai or c.sub.ti step by step, to keep differential braking force of vehicle steady state braking C control of balanced wheelset for tire burst and no-tire burst. When vehicle enters time zone of collision of front vehicle and rear vehicle, all braking forces of each wheel are released, or drive control of vehicle is started, and the time zone t.sub.ai of collision avoidance between the vehicle and the rear vehicle is limited in a reasonable range between “safety and danger”, to ensure that the vehicle does not touch a collision limit of threshold c.sub.tn, namely, t.sub.ai=c.sub.tn, from this, coordinated control of collision avoidance, steady-state of braking wheel and vehicle are realized. (2). Mutual adaptation anti-collision control for tire burst vehicle. The control can be used for vehicles which be not equipped with distance detection system or only equipped by ultrasonic distance detection sensor. First. A mutual adaptive control mode of steady, moderate braking control of the front vehicle for tire burst and driver' collision prevention of vehicles located the back to the tire burst vehicle located front is adopted. Based on experiment of driver's braking and anti-collision, the driver's physiological response state to vehicle collision and a preview model of driver's braking anti-collision to tire burst front vehicle are determined. Second. a braking control model that includes the driver's physiological reaction lag time, braking control response time, brake retention time are established after the driver who is in rear vehicle finds tire burst signal of ahead vehicle. Third. The above two models are collectively referred as the tire burst braking control model of collision avoidance of front and rear vehicles. In the early stage and real tire burst stage, the brake controller set by the tire burst vehicle can implement a moderating brake control according to above two braking control model of collision avoiding of rear vehicle to tire burst front vehicle, from this, to realize moderating and limited braking of the tire burst vehicle on set time. The moderate or limited braking control model of braking A, B, C and their logical combination is determined; Based on the above two models and brake A, B, C, D control cycle of period H.sub.h of control logic combination, coordinate and moderate braking control used by the front vehicle for tire burst on set time can offset or compensate time delay caused by the lag of physiological reaction and the reaction period of rear vehicle driver to collision avoiding, so as to avoid the dangerous period of collision caused by the braking of the rear vehicle and the front vehicle to tire burst, from this, to avoid risk period of rear vehicle collide to front vehicle. (3). Anti-collision control of vehicle driven by man for tire burst. The vehicle anti-collision control to left and right direction adopts coordinated control mode, model or/and algorithm of braking, driving, rotation force of directive wheel or/and active steering. Based on rotation angle θ.sub.ea of directive wheel determined by active steering system AFS of vehicle, an actuator of AFS is exerted by additional angle θ.sub.eb which is independent to driver operation. In the critical speed range of steady-state control of vehicle, an additional yaw moment which does not depend on driver's operation is determined to compensate the vehicle's insufficient or excessive steering caused by the tire burst. The actual steering angle θ.sub.e of directive wheel is vector sum of the steering angle θ.sub.ea of directive wheel and the additional angle θ.sub.eb for tire burst. In the active action of additional rotation angle θ.sub.eb, the vector sum of tire burst rotation angle θ.sub.eb′ and additional rotation angle θ.sub.eb is zero in theory. Running off of tire burst vehicle and excessive sideslip of directive wheel can be prevented by control of vehicle direction, wheel stability, vehicle attitude, stable acceleration and deceleration and path tracking of vehicle, to realize anti-collision control of the tire burst vehicle in left and right direction.
57. According to the safety and stability control system for tire burst vehicle described by right claim 2 term, the features of the system is following. The system adopt tire burst pattern recognition and tire burst determination for tire pressure detected by sensor. (1). Tire pressure sensing and detection of wheel. Tire pressure is detected by an active, non-contact tire pressure sensor (TPMS) set on the wheel. TPMS is mainly composed of a transmitter set on the wheel and a receiver set on body of vehicle. A unidirectional communication of radio frequency (RF) or a bidirectional communication of radio frequency (RF) and Low frequency is adopted between transmitter and receiver. The transmitter is a high integrated chip which integrates sensor module, wake-up chip, MCU, RF transmitter chip and circuit. i. Sensor module includes sensors of pressure, temperature, acceleration and voltage, and uses two mode of sleep and working, and output electrical signals of the tire pressure that include the angle acceleration/deceleration {dot over (ω)}.sub.i or the temperature T.sub.a in real-time. ii. The wake-up module. The module uses technology about sleeping and wake-up and sets a wake-up chip and the wake-up program. The wake-up module adopts following one of modes. Mode 1: The wake-up is realize by the wheel acceleration {dot over (ω)}.sub.i. The logic threshold model and the wake-up cycle time H.sub.a1 are used in process of the wake-up. In the each period H.sub.a1, the characteristic acceleration {dot over (ω)}.sub.z is calculated. When {dot over (ω)}.sub.z reaches set threshold value a.sub.107 , the wake-up module outputs pulse signal of control mode transforming; the transmitter enter the working mode from the sleep mode and maintains the working mode all the time. Only when the characteristic acceleration {dot over (ω)}.sub.z is 0 in the period H.sub.a2, the transmitter returns to the sleep mode. Mode 2: the external low frequency wake-up. The receiver of TPMS is placed on the vehicle body and is installed close to the transmitter; the receiver obtains parameter information including vehicle speed from the data bus (CAN) of vehicle. The receiver of tire pressure sensor (TPMS) sets the low frequency transceiver device and the transmitter of vehicle sets two coupling circuit of different frequency signal. The transmitter can receive two-way communication i.sub.w1, i.sub.w2 transmitted by the receiver of TPMS. According to the threshold model, when the vehicle speed u.sub.x exceeds the set threshold a.sub.u, the low frequency device set by the receiver continuously or intermittently transmits wake signal i.sub.w1 to MCU of the transmitter of TPMS based on the set period H.sub.b through two-way communication. When signal i.sub.w1 arrive, the transmitter of vehicle enters the working mode from the sleep mode; when the vehicle speed u.sub.x is lower than the set threshold a.sub.u, the low frequency device transmits sleep signal i.sub.w2; after the signal i.sub.w2 arrives, the transmitter of vehicle return to sleep mode from working mode. iii. The data processing module. The module is mainly composed of microcontrollers, and performs data processing of pressure, temperature, acceleration and voltage according to a set program. The module determines the acceleration wake-up period H.sub.a, the two-way communication period H.sub.b, the signal communication period H.sub.c of two coupling circuit of different frequency and the sensor signal acquisition period H.sub.d. The H.sub.d is a set value or a dynamic value. Through the adjustment of the dynamic detection period H.sub.d, the transmitter increases the frequency of tire pressure detection in the tire burst working condition and reduces the frequency of tire pressure detection times in the normal working condition. The control module performs data processing according to the set program, and can coordinate the converting between the sleep mode and the working mode. In the working mode, the corresponding interfaces of the transmitter's MCU sends a tire pressure detection pulse signal according to the set tire pressure detection period H.sub.d, and the pressure sensor performs a tire pressure detection within each period H.sub.d. iv. The transmission module that includes an integrated transmitter chip sets the signal transmission period H.sub.e which is a set value or a dynamic value. Transmission module adopts one of following mode. Transmission mode and procedure 1. The detection tire pressure p.sub.ra value and temperature value T.sub.a of sensor are compared with the set value pre-stored in the transmitter's micro control unit (MCU) to obtain the deviation e.sub.p(t) and e.sub.T(t). According to the threshold model, and when the deviation reaches the set threshold values a.sub.e and a.sub.T, the transmitting module outputs the detection value, and the p.sub.ra and T.sub.a are granted to transmission, otherwise it does not granted to transmission. Transmission mode and procedure 2: After entering the working mode, when the tire pressure deviation e.sub.p(t) and the temperature deviation e.sub.T(t) fail to reach the set threshold values a.sub.e and a.sub.T within the set period H.sub.e1, the transmission module transmits one times of signals of p.sub.ra or/and T.sub.a, the tire pressure detection signal is transmitted once according to the set time value of the period H.sub.e1, so that the driver can know the working state of the tire pressure sensor and the tire pressure state regularly. The transmission module adopts signal transmission of radio frequency. v. The monitoring module. The module dynamically monitors to sensors, circuits, parts and various parameter signals according to monitoring procedures. The module sends a detection pulse signal according to the set time of the monitoring mode, and if a fault is found in each detection, the fault signal is transmitted by the transmitting module. vi. The power management mode. The module sets high-energy batteries, microcontrollers and power management circuits with sleep mode and operation mode and control program. It can manage the power-on or power-off of the relevant parts of the transmitter. The requirements of tire pressure detection performance of vehicle tire burst control system can be satisfied by setting the sleep and wake-up of work states, the adjustment of signal detection period, the times limit of signal transmission and the automatic adjustment of signal transmission frequency, to extend the energy and service life of battery.
58. According to the safety and stability control system for tire burst vehicle described by right claim 2 or 3 term, the features of the system is following. According to state or type structure of non braking and non driving, driving, braking of tire burst identification of vehicle, the tire burst pattern recognition and tire burst judgement including p.sub.re [x.sub.b, x.sub.d] of vehicle are used based on wheel state, steering state of vehicle and vehicle state. are adopted. The three types of running state and structure of vehicle are expressed by positive (+) and negative (−) of mathematical symbols. (1). The structure or mode of non-braking and non-driving state of vehicle is characterized by positive (+) and negative (−). The judgment logic for tire burst is established in the running state of vehicle. In the state process, pressure p.sub.re1 is determined by equivalent mathematical model or/and algorithm. The mathematical model of pressure p.sub.re1 is established by relevant modeling parameters in which include yaw angle velocity deviation e.sub.ω.sub.
p.sub.re1=f (e(ω.sub.k), e.sub.β(t), e.sub.ω.sub.
p.sub.re2=f (e.sub.ω.sub.
or p.sub.re2=f (e.sub.ω.sub.
λ.sub.i=f(μ.sub.i, N.sub.zi, δ) The tire burst judgement is made by threshold model of state tire pressure p.sub.re2. After tire burst is determined, the equivalent relative angle velocity ω.sub.e of the left wheel and right wheel of the driving axle is compared. Based on the state tire pressure p.sub.re2 and the tire burst judgement threshold model, the non-equivalent relative angle velocity ω.sub.k of left wheel and right wheel of non-driving axle is compared, and the equivalent relative angle velocity ω.sub.e of left wheel and right wheel of driving axle is compared. The wheel with bigger value of ω.sub.e and ω.sub.k in two wheelsets of driving axle and non-driving axle is tire burst wheel, and the balance wheelset of which larger value of e(ω.sub.e) is taken in the two axles is tire burst balance wheelset. During the real tire burst time and inflection point time for tire burst, driving of the vehicle has be exited actually. (3). Braking state structure or mode (+). i. Braking state structure 1. Under braking condition of normal working, the left wheel and right wheel of front axle and rear axle have same braking force. If vehicle is not carried out steady state control of differential braking of wheels, it indicates that the vehicle is in normal condition or before time of tire burst. The mathematical model of tire pressure p.sub.re3 is established by relevant modeling parameters in which include e.sub.ω.sub.
p.sub.re3=f (e.sub.ω.sub.
p.sub.re41=f (e.sub.107 .sub.
p.sub.re42=f (e.sub.107 .sub.
p.sub.re43=f (e.sub.107 .sub.
λ.sub.i=f(μ.sub.i, N.sub.zi, δ) The tire burst is determined based on state tire pressure p.sub.re and the value of the tire burst threshold model. The absolute values of e(ω.sub.e) of the front axle and rear axle are compared after the tire burst is determined, and the balance wheelset in which the larger absolute value of e(ω.sub.e) is taken in the two axles is tire burst balance wheelset. The wheel of which the larger absolute value of e(ω.sub.e) or e(ω.sub.k) is taken are tire burst wheel. In the balancing wheelset for tire burst, the positive and negative sign of e(ω.sub.k) also is used to determine the tire burst wheel and tire burst balanced wheelset.
59. According to the safety and stability control system for tire burst vehicle described by right claim 6 or 7 term, the features of the system is following. Direction determination of related parameters of tire burst vehicle can use one of following modes, or use one of mode of indirect determination of tire burst direction. (1). The direction determination mode of rotation angle. Based on the origin rules of steering wheel angle δ and torque M.sub.C, the rules of left or right rotation of angle δ of steering wheel and angle of directive wheel, the positive (+) and negative (−) rules of absolute angle δ that is measured by two sensors set on rotation shaft of steering system to non-rotating reference system of vehicle, positive (+) and negative (−) rules of angle difference Δδ, the positive (+) and negative (−) rules of direction of tire burst rotation moment M′.sub.b and the steering assistance moment M.sub.a, it is determined to the positive (+) and negative (−) of rotation angle difference Δδ. The positive (+) and negative (−) of Δδ indicate the positive (+) and (+negative (−) of rotation torque M.sub.C of steering wheel. The judgement logic of direction of tire burst rotation torque M.sub.b′ and steering assistance moment M.sub.a are determined when steering wheel or directive wheel turns to right. The judgment logic can be represented by the following logic diagram of “direction judgment mode of steering angle”. According to the logic diagram, the direction of tire burst rotation moment M.sub.b′ and the direction of steering assistance moment M.sub.a are determined. Based on detection signals of two sensors set on rotation shaft of steering system, two relative coordinate systems of steering wheel angle δ, which is set in steering system, are adopted. Direction of angle and torque of steering wheel or directive wheel, direction of tire burst rotation moment M.sub.b′ and steering assistance moment M.sub.a are determined by the direction Judgement mode of steering angle for tire burst. The direction Judgement mode of angle: right-hand rotating logic. The direction of parameters is expressed by positive and negative symbol (+and −) TABLE-US-00002 δ Δδ ΔM.sub.c M.sub.b.sup.′ M.sub.a + + + or 0 0 0 − − (+ − or 0 0 0 transferring to −) − + − or 0 0 0 + − + + − + − (+ + + − transferring to −) − − (+ + or 0 0 0 transferring to −) − + + − + The direction judgement mode of rotation angle. The left-hand logic diagram of steering wheel is omitted in this article. Based on the origin regulation of steering wheel angle δ and torque M.sub.c, and when rotation angle δ of steering wheel or turning angle θ.sub.e of directive wheels is in left turning, the positive (+) and negative (−) rule of steering wheel torque or the positive (+) negative (−) regulation of torque measured by sensor are contrary with the positive (+) and negative (−) rule of right turning of steering wheel. According to the rules of positive (+) negative (−) of left-hand turn of steering wheel, the logic of direction judgement of tire burst rotation moment M.sub.b′ and steering assistant moment M.sub.a can be established when the turning angle δ of steering wheel is left-handed rotating. Except for it is different to the rotation direction of the steering wheel angle δ and positive (+) negative (−) rules adopted by steering wheel which is left-handed turn, the parameters, structure, judgement flow and method used in direction judgment logic and logic chart of tire burst moment M.sub.b′ and steering assistant moment M.sub.a in left turning of steering wheel are the same as those used in right turn of steering wheel. (2). In the above tables, it is indicated that vehicle or wheel is in normal working when the rotation moment M′.sub.b of tire burst is 0. Tire burst of vehicle can be determined by the positive (+) or negative (−) of the tire burst rotation moment M′.sub.b. When rotation moment M′.sub.b for tire burst is positive (+), it is indicates that the direction of M′.sub.b is consistent with the direction of the positive route of steering wheel angle δ, and the direction of steering assistant moment M.sub.a is consistent with the direction of the negative route of angle δ of steering wheel. When tire burst rotation moment M′.sub.b is a negative (−), it indicates that the direction of M′.sub.b is consistent with the direction of the negative route of steering wheel angle δ, and the direction of steering assistant moment M.sub.a is consistent with the direction of the positive route of steering wheel angle δ. When increment ΔM.sub.c of steering assistant moment M.sub.a is 0, it indicates that the rotation force M.sub.k of steering wheel exerted by ground is in a force balance state, and it indicates that derivative {dot over (M)}.sub.k of parameter M.sub.k is 0. (3). Mode of indirect determination of tire burst direction. One of the indirect modes is used to determine the direction of tire burst. i. The direction judgment of tire burst rotation moment M′.sub.b is determined by a mode of position of tire burst wheel and the field test. When tire burst of a wheel of front axle occur, the direction of tire burst rotation moment M.sub.b′ points to direction of the same side of the tire burst position. On the same way, for tire burst of wheel of rear axle, the direction of rotation moment M.sub.b′ for tire burst can be determined by position of tire burst wheel, direction of rotation angle of steering wheel and field test. ii. Direction determining of tire burst rotation moment M′.sub.b adopt yaw judgement model of vehicle. After tire burst of vehicle occur, the understeering of the left turning of vehicle and the oversteering of the right turning of vehicle can indicate that tire burst of right front wheel occur, the understeering of right turning vehicle and the oversteering of left turning vehicle indicate that tire burst of left front wheel occur. According to direction of rotation angle δ of steering wheel and the understeering or oversteering of vehicle, the direction of tire burst of rear wheel and direction of tire burst rotation torque M.sub.b′ of steering wheel can be determined also.
60. According to the safety and stability control system for tire burst vehicle described by one of right claim 11, 12, 13, 14,15 term, the features of the system is following. The tire burst braking control of the system adopt one of wheel braking steady A control, vehicle stability braking C control, wheel balanced braking B control and total braking force D control, or one of their logical combination control. In the logic cycle of period H.sub.h of tire burst brake A, C, B, D control and its combination, the braking C control should be used in priority. Steady-state braking A control of wheels. The braking A control include steady-state control of tire burst wheel and anti-lock braking control of no tire burst wheel. In tire burst working conditions, slip rate S.sub.i of tire burst wheel do not have the specific meaning of peak value slip rate of anti-lock braking control. When tire burst control entering signal i.sub.a arrives, the braking controller terminates or reduce the braking force exerted to tire burst wheel, it can make tire burst wheel be in a pure rolling state without braking, or can make tire burst wheel be in steady-state braking, according to one of the parameter form of control variable {dot over (ω)}.sub.i, S.sub.i and Q.sub.i for braking A control. In the control of tire burst braking A, the braking force of tire burst wheel is decreased in step by step on equal or unequal value based on characteristics of the motion state of tire burst wheel. The brake A controller take {dot over (ω)}.sub.i and S.sub.i as control variables and control objectives, and takes brake force Q.sub.i as parameter variables; a mathematical model is established by the control variables and modeling parameters, to determine control structure and characteristics of braking A control by certain algorithm. Under braking A control, tire burst wheel and no tire burst wheels can obtain a dynamic and steady-state braking force. A general analytic mathematics formula can be adopted by the model of braking A control, or it can transformed into expression of state space, and the dynamics system of wheel is expressed by state equation. On this basis, the appropriate control algorithm is determined by modern control theory. Braking control period H.sub.h of tire burst is set. In process of logical cycle of period H.sub.h, the braking force Q.sub.i is reduced step by step according to the characteristics of the movement state of the tire burst wheel, and reduction of braking force Q.sub.i of tire burst wheel can be realized by the reducing of target control values {dot over (ω)}.sub.ki and S.sub.ki of control variables {dot over (ω)}.sub.i and S.sub.i, until {dot over (ω)}.sub.ki and S.sub.ki achieve a set value or zero. During the control process, the actual values {dot over (ω)}.sub.i and S.sub.i of tire burst wheel fluctuate around their target control values {dot over (ω)}.sub.ki and S.sub.ki. The braking force Q.sub.i is decreased gradually, equally or unequally to 0, thus indirectly adjusting the braking force Q.sub.i of wheels.
61. According to the safety and stability control system for tire burst vehicle described by one of right claim 11, 12, 13, 14, 15 term, braking stability C control of vehicle is the following. During logic cycle of the period H.sub.h of brake A, B, C, D control and its combination, the vehicle stability control (c) is adopted to tire burst braking control, and brake C control has priority. According to control parameter forms of one of angle deceleration {dot over (ω)}.sub.i or/and slip rate S.sub.i, additional yaw moment M.sub.u of brake C control of vehicle is used to direct or indirect distribution of braking force for each wheel. The distribution of additional yaw moment M.sub.u of brake C control for wheels can be expressed as the following. According to brake C control mode and model, and on basis of position relationship of tire burst wheel, yaw control wheels and non-yaw control wheels, the efficient yaw control wheel are determined by quantitative relationship in which additional yaw moment M.sub.u is vector sum of additional yaw moment M.sub.ur determined by longitudinal differential braking of wheels and additional yaw moment M.sub.n determined by condition of braking state in vehicle steering. The distribution of additional yaw moment M.sub.u is determined to the efficient yaw control wheel and yaw control wheels by distribution model. The additional yaw moment M.sub.u is not allocated to the tire burst wheel. (1). Under braking state of straight running of vehicle, the M.sub.u is equal M.sub.ur. The M.sub.ur is additional yaw moment produced by longitudinal differential braking of wheels. In the single wheel or two wheel, the M.sub.u can be allocated to any one or two of the yaw control wheels. (2). Under braking state in steering of vehicle, and for vehicle in which front axle is steering axle, the allocation model of additional yaw moment M.sub.u to wheels is established by modeling parameters which include additional yaw moment M.sub.ur determined by longitudinal differential braking force of wheels, additional yaw moment M.sub.n determined by braking of wheels in vehicle steering, slip rate S.sub.i, rotation angle δ of steering wheel or rotation angle θ.sub.e of directive wheel and Load M.sub.zi of yaw control wheels. Based on the allocation model of additional yaw moment M.sub.u, the allocation of M.sub.u to two yaw control wheels or to efficiency yaw control wheel can be determined. i, For tire burst of right front wheel under state of right-turning of vehicle, the left front wheel can be determined as efficiency yaw control wheel according to vector model with modeling parameter M.sub.u, M.sub.ur, load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi in tire burst. The M.sub.u is vector sum of M.sub.ur and M.sub.n:
M.sub.u=M.sub.ur+M.sub.n When direction of M.sub.ur and M.sub.n is the same, the maximum value of additional yaw moment M.sub.u is achieved under condition of certain differential braking force. For two yaw control wheels of left front and left rear, the distribution proportion of the M.sub.u is determined in the process of braking and steering. The distribution model of two yaw control wheels of left front and left rear is established by modeling parameters which include braking slip ratio S.sub.i of left front wheel and left rear wheel, and rotation angle θ.sub.e of directive wheels. The distribution of additional yaw moment M.sub.u of the two yaw control wheel is realized by the distribution model. The steering of vehicle, longitudinal slip ratio S.sub.i and lateral slip angle of two yaw control wheels for left front wheel and left rear wheel are controlled by the distribution of additional yaw moment M.sub.u between two yaw control wheels. The tire burst yaw moment M.sub.u′ produced by tire burst of right front wheel is balanced by M.sub.ur and M.sub.n, therefrom, Insufficient or excessive steering of vehicle is balanced or is eliminated. ii, Tire burst of left front wheel under state of right-turning of vehicle. According to vector model with modeling parameter M.sub.u that includes M.sub.ur and M.sub.n:
M.sub.u=M.sub.ur+M.sub.n The M.sub.u is vector sum of M.sub.ur and M.sub.n. Under certain differential braking force of wheels, the M.sub.u can achieve maximum value when the direction of M.sub.ur and M.sub.n are the same. The right rear wheel is determined as the efficient yaw control wheel. Based on the load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi in tire burst state, the distribution model of two yaw control wheels is established by parameters which include the rotation angle θ.sub.e of front wheel or/and left front wheel, side or transverse slip angle and longitudinal slip ratio S.sub.i of right front wheel and longitudinal slip ratio S.sub.i of right rear wheel, and load N.sub.zi of each wheel. Based on this model, the distribution of additional yaw moment M.sub.u between two yaw control wheels is realized. The steering of vehicle, s longitudinal lip rate S.sub.i of right front and right rear wheel are also controlled at the same time. The tire burst yaw moment M.sub.u′ produced by tire burst of left front is balanced by M.sub.ur and M.sub.n, thus, Insufficient or excessive insufficient steering of tire burst vehicle is balanced or eliminated by M.sub.ur, M.sub.n and their superposition. iii. The tire burst of right rear wheel in state of right-turning of vehicle. According to the vector model of M.sub.u including M.sub.ur and M.sub.n:
M.sub.u=M.sub.ur+M.sub.n The M.sub.u is vector sum of M.sub.ur and M.sub.n. Under certain differential braking force of wheels, the additional yaw moment M.sub.u of vehicle achieves the maximum value when direction of M.sub.ur and M.sub.n are the same. The left rear wheel is efficient yaw control wheel, and the left front wheel and left rear wheel are yaw control wheels. Based on load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi in tire burst state, the distribution model of two yaw control wheels is established by modeling parameters including the steering angle θ.sub.e of front wheel, side slip angle and longitudinal slip ratio S.sub.i of front wheels, longitudinal slip ratio S.sub.i of left rear and load N.sub.zi of each wheel. The coordinated distribution of additional yaw moment M.sub.u of two yaw control wheels of left front and left rear is realized. The steering of vehicle, the steering angle of left front wheel, and the longitudinal slip rate S.sub.i of left front and left rear wheels are controlled simultaneously by the distribution of additional yaw moment M.sub.u between left front wheel and left rear wheel. The combination of M.sub.ur and M.sub.n can balance the tire burst yaw moment M.sub.u′ produced by tire burst of right rear wheel. Insufficient or excessive steering of tire burst vehicle is compensated or eliminated produced by superposition effect of M.sub.ur and M.sub.n. iv. The left rear wheel of right-turning vehicle. According to the vector model of parameter M.sub.u including M.sub.n and M.sub.ur:
M.sub.u=M.sub.ur+M.sub.n The M.sub.u is vector sum of M.sub.ur and M.sub.n. Under certain differential braking force of wheels, the M.sub.u achieves maximum value under condition of the same direction of M.sub.ur and M.sub.n, therefrom it can be determined that right rear wheel is the efficient yaw control wheel. The right front wheel and right rear wheels are yaw control wheel. In tire burst control, the distribution model of the M.sub.u of two yaw control wheels is established by modeling parameters including steering angle θ.sub.e of front wheel, side slip angle and longitudinal slip ratio S.sub.i of right front wheel, longitudinal slip ratio S.sub.i of right rear and load N.sub.zi of each wheel, based on the load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi. The steering angle θ.sub.e of right front wheel and stable steering of the vehicle are controlled by distribution of additional yaw moment M.sub.u between the two yaw control wheels. The longitudinal direction slip rate S.sub.i of right front wheel and right rear wheel are controlled simultaneously. The combination control of M.sub.ur and M.sub.u can balance tire burst yaw moment M.sub.u′ produced by left rear tire burst. Insufficient or excessive steering of tire burst vehicle is compensated or eliminated by superposition effect of M.sub.ur and M.sub.u. Similarly, the controlled wheel selection, control principle, rules and system of tire burst control of the left-turn vehicle are same as those of the right-turn vehicle.
62. According to the safety and stability control system for tire burst vehicle described by right claim 11 or 12 or 13 or 14 or 15 term, tire burst braking A, B, C, D control and its logic combination are described by the following. In duration from arriving of burst control entering signal i.sub.a to starting point of real burst time, or/and safety time of vehicle collision avoidance control, the braking A, C, B and D control may adopt the forms of B←A∪C or D←B∪A∪C logic combination and its logic cycle of period H.sub.h. During real tire burst time, namely before time or after time of the real tire burst point, braking force of tire burst wheel is relieved or decreasing mode of braking force is adopted. When control combination A∪C and it logic cycle are adopted, the control combination of A∪C can be replaced by braking C control, that is, braking C control override A⊂C control. The differential braking control variable of brake C control for each wheel may adopt one of the parameter forms of {dot over (ω)}.sub.c, S.sub.c, Q.sub.c. The target control value {dot over (ω)}.sub.ck, S.sub.ck or Q.sub.ck of control variable {dot over (ω)}.sub.c, S.sub.c or Q.sub.c are determined by the difference between target control value Q.sub.ck1, {dot over (ω)}.sub.ck1 S.sub.ck1 of left wheel and the target control value of Q.sub.ck2, {dot over (ω)}.sub.ck2 S.sub.ck2 of right wheel. According to the direction of the additional yaw moment M.sub.u of tire burst, the wheel in which one of control variable {dot over (ω)}.sub.c, S.sub.c, Q.sub.c of left wheel and right wheel of wheelset is assigned by smaller value is determined. The smaller values of the control variables in the left wheel and right wheel may are taken as zero. The distribution rules of {dot over (ω)}.sub.ck, S.sub.ck, Q.sub.ck are expressed as: value of one of {dot over (ω)}.sub.ck, S.sub.ck, Q.sub.ck is allocated to no-tire burst wheelset, and are allocated to no tire burst wheel in the tire burst wheelset. During each control period after real starting point of tire burst, the difference braking force of balanced brake B control of each wheel are decreased or are terminated with the increase of the differential braking force of C control for each wheelset, thus, tire burst brake control enters the logical cycle of braking C control or braking A∪C control.
63. According to the safety and stability control system for tire burst vehicle described by right claim 18 term, the features of the system is the following. Braking of tire burst vehicle adopts braking control of engine for idle. Braking control of idle engine can be started-up in control period from early stage of tire burst control to the real tire burst time. According to state process of tire burst vehicle with the controller can enter idle brake control of the fuel engine in the early stage of tire burst control, or in any time before the actual tire burst time. The engine idle brake control adopts dynamic mode. In the process of engine idle brake, engine injection quantity of fuel oil is zero, that is, fuel injection quantity of engine is stopped. The idle braking force of engine is determined by model of opening of throttle control. The idle braking force of engine is an increasing function with the opening increment of throttle. A threshold value of engine idle braking is set. When the engine running speed reaches the threshold value, the engine idle braking is stopped. The threshold value is greater than the idling brake set value of engine. Specific exiting modes of brake control of engine is set by following. When the tire burst signal i.sub.b arrives, or vehicle enters the collision risk time zone (t.sub.a) of vehicle, or yaw angle rate deviation e.sub.ω.sub.
64. According to the safety and stability control system for tire burst vehicle described by right claim 20 term, the features of the system is following. Based on the tire burst vehicle state process, an angle deceleration {dot over (δ)}.sub.bi or/and angle δ.sub.bi control mode of steering wheel is adopted in rotation moment control of steering wheel for tire burst. In steering control of vehicle for tire burst, a control mode and model of steering angle δ and rotation angle velocity {dot over (δ)}are adopted to limit the rotation angle of steering wheel and rotation angle velocity of vehicle, to balance and reduce the impact of tire burst rotation force to steering wheel and vehicle. The steering angle control of steering wheel adopts steering characteristic function Y.sub.ki . The function Y.sub.ki includes the function Y.sub.kbi which can determine limited value of rotation angle, angle velocity of steering wheel and the function Y.sub.kai which can determine rotation angle of steering wheel. (1). Steering characteristic function Y.sub.kbi. A mathematical model of the steering characteristic function Y.sub.kbi is established by modeling parameters which include vehicle speed u.sub.ix, ground comprehensive friction coefficient μ.sub.k, vehicle weight N.sub.z, steering angle δ.sub.bi of steering wheel and its derivative {dot over (δ)}.sub.bi:
Y.sub.kbi=f(δ.sub.bi, {dot over (δ)}.sub.bi, u.sub.xi, μ.sub.k) or Y.sub.kbi=f(δ.sub.bi, {dot over (δ)}.sub.bi, u.sub.xi, μ.sub.k, N.sub.z) Among them, the μ.sub.k is a standard value set or a real-time evaluation value, the μ.sub.k is determined by the average or weighted average algorithm of friction coefficient of directive wheels. The value determined by Y.sub.kbi is target control value or ideal value of rotation angle velocity of steering wheel. The value of Y.sub.kbi is determined by the above mathematical model or/and field test. The model structure of Y.sub.kbi is as follows: Y.sub.kbi is incremental function of increasing of friction coefficient μ.sub.k, and Y.sub.kbi is incremental function of decreasing of speed u.sub.xi, and Y.sub.kbi is incremental function of increasing of angle δ.sub.bi. Based on series value u.sub.xi[u.sub.xn . . . u.sub.x3, u.sub.x2, u.sub.x1] of decreasing of vehicle speed u.sub.ix, the set Y.sub.kbi[Y.sub.kbn . . . Y.sub.kb3, Y.sub.kb2, Y.sub.kb1] of target control values are determined by mathematical model with parameters rotation angle δ.sub.bi of steering wheel and rotation angle velocity {dot over (δ)}.sub.bi at certain speed u.sub.xi. The values in the set Y.sub.kbi are limit values or optimal values which can be reached by {dot over (δ)}.sub.bi and δ.sub.bi of steering wheel under condition of which speed u.sub.xi, ground friction coefficient μ.sub.k and vehicle weight N.sub.z are certain values. The e.sub.ybi(t) between series absolute value of the target control value Y.sub.kbi of rotation angle velocity {dot over (δ)}.sub.ybi for steering wheel and the series actual value of steering wheel rotation angle velocity {dot over (δ)}.sub.ybi′ of vehicle is defined under certain states of parameters u.sub.xi, μ.sub.k, N.sub.z and δ.sub.bi. Under condition of certain vehicle speed u.sub.ix, and when e.sub.ybi(t) is positive (+), it is indicated that rotation angle velocity {dot over (δ)}.sub.ybi of steering wheel is in normal or normal working state. Under condition of which the vehicle speed u.sub.ix is certain value, and when the deviation e.sub.ybi(t) is less than 0, the rotation angle speeded {dot over (δ)}.sub.ybi of steering wheel is determined as tire burst control status. A mathematical model of steering assistant moment M.sub.a2 of steering wheel is established by modeling parameter of deviation e.sub.ybi(t) of controller:
M.sub.a2=f(e.sub.ybi(t)) In the logical cycle of control period H.sub.n of rotation moment for steering wheel, the value of steering assistant moment M.sub.a2 of steering system is determined by mathematical model. Based on the positive(+) and negative (−) of deviation e.sub.ybi(t), the steering assist moment or resistance moment to steering wheel is provided by steering assistant device, according to the direction of which absolutes value of rotation angle velocity for steering wheel is decreased. The rotation angle velocity of steering wheel is adjusted to make the deviation e.sub.ybi(t) to 0. The rotation angle velocity deviation e.sub.ybi(t) of steering wheel keeps tracking to its target control value, to limit the impact of tire burst rotary force to steering wheel. (2). Steering characteristic function Y.sub.kai. A mathematical model of steering characteristic function Y.sub.kai is established by modeling parameters including vehicle speed u.sub.ix, ground comprehensive friction coefficient μ.sub.k, vehicle weight N.sub.zi steering wheel angle δ.sub.ai and its derivative {dot over (δ)}.sub.ai:
Y.sub.kai=f(δ.sub.ai, u.sub.xi, μ.sub.k) or Y.sub.kai=f(δ.sub.ai, u.sub.xi, μ.sub.k, N.sub.z) Among them, the value of μ.sub.k is set as standard value or real-time evaluation value. The value of μ.sub.k is determined by average or weighted average algorithm of friction coefficient of steering wheels. The value of Y.sub.kai is target control value or ideal value of steering wheel angle. The value of Y.sub.kai is determined by the above mathematical model or/and field test. The modeling structure of Y.sub.kai is as follows: the Y.sub.kai is an incremental function of increasing of μ.sub.k, the Y.sub.kai is an incremental function of decreasing of u.sub.ix, and the Y.sub.kai is an incremental function of increasing of steering angle δ.sub.ai steering wheel. According to series value u.sub.xi[u.sub.xn . . . u.sub.x3, u.sub.x2, u.sub.x1] of decreasing of vehicle speed u.sub.xi, the set Y.sub.kai[Y.sub.kan . . . Y.sub.ka3, Y.sub.ka2, Y.sub.ka1] target control values of corresponding steering angle δ.sub.ai of steering wheel are determined by mathematical model at each speed. The values in the Y.sub.kai set are a limit value or a optimal values of the steering angle of steering wheel at a certain speed u.sub.ix, ground comprehensive friction coefficient μ.sub.k and vehicle weight N.sub.z. The deviation e.sub.yai(t) between the target control value Y.sub.kai of rotation angle of steering wheel and the actual value of rotation angle δ.sub.yai of steering wheel is defined under certain states of parameters u.sub.ix, μ.sub.k and N.sub.z. When deviation e.sub.yai(t) is positive (+), it is indicated that rotation angle δ.sub.yai of steering wheel at this time is within limit value of δ.sub.yai, and is indicated rotation angle of steering wheel δ.sub.yai is within the normal range. When deviation e.sub.yai(t) is negative (−), it is indicated that rotation angle δ.sub.yai of steering wheel is beyond limited range which is determined by rotation angle control of steering wheel for tire burst. A mathematical model of steering assistant or resistance moment M.sub.a1 is established by modeling parameter of deviation e.sub.yai(t). In logical cycle of control period H.sub.n of rotary moment for steering wheel, the direction of which decrease of absolutes value of rotation angle δ for steering wheel is determined according to positive (+) and negative (−) of deviation e.sub.yai(t), and steering assistant or resistance moment M.sub.a1 is determined by mathematical model. Based on steering assistant or resistance moment M.sub.a1, a rotation moment to steering system is provided by steering assist motor, to limit the increase of steering wheel angle δ. The target control value Y.sub.kai of rotation steering of steering wheel is tracked by its actual angle δ, until e.sub.yai(t) is 0. The rotation angle δ of steering wheel under the condition of tire burst is limited in region of ideal or maximum value of steering slip angle of vehicle. The control may be not complete direction judgment of related parameters for tire burst.
65. According to the safety and stability control system for tire burst vehicle described by right claim 21 term, the features of the system is following. A control mode of power-assisted steering is adopted in rotation moment control of steering wheel for tire burst. Assistance steering control for tire burst. The direction judgement of tire burst for the control uses two mode of torque angle or torque. On the basis of direction determination mode for tire burst, it is determined that direction of steering angle δ and torque M.sub.c of steering wheel, or steering angle δ and torque M.sub.c of directive wheel, and rotation moment M.sub.k of directive wheel exerted by ground, rotation moment M.sub.b′ for tire burst and steering assistance moment M.sub.a. Among them, M.sub.k includes the rectifying torque M.sub.j for wheel, tire burst rotation moment M.sub.b′ and resistance moment of directive wheel exerted by ground. A control model of power assistance steering and characteristic function of tire burst are determined by control variable including rotation torque M.sub.c of steering wheel and parameter variable including vehicle speed u.sub.x. First. On positive and negative travel of rotation angle δ of steering wheel, a control model of steering assistance moment is established by variable M.sub.c and parameter u.sub.x under normal working condition:
M.sub.a1=f(M.sub.c, u.sub.x) The characteristic function and characteristic curve of steering assist moment M.sub.a1 are determined by the model under normal working condition. The characteristic curve includes three types of straight line, broken line or curve. The modeling structure and characteristics of steering assistant moment M.sub.a1 are as follows. On positive and reverse travel of rotation angle of steering wheel, the characteristic functions and curves are same or different. The so-called “difference” refers to: on the positive and negative travel of rotation angle of steering wheel, the characteristic function adopted by control model of the M.sub.a1 is different, and value of the M.sub.a1 is different in same value or point of variable and parameter, otherwise it is same. The steering assistant moment M.sub.a1 is decreasing function of increment of vehicle speed u.sub.x; the M.sub.a1 is incremental function of absolute value of increment of rotation torque M.sub.c of steering wheel. Based on calculated values of each parameters, a numerical chart which is stored in the electronic control unit is drawn. Under normal and tire burst conditions, the electronic control unit by means of looking-up table call power assistance steering control procedure and extracts the target control value of steering assistant moment M.sub.a1 of steering wheel, based on parameters of rotation torque M.sub.c of steering wheel, vehicle speed u.sub.x and rotation angle δ of steering wheel. After the direction of tire burst rotation force M.sub.b′ is determined, a mechanical equation of steering assistance control for tire burst are adopted to determine the target control value of tire burst rotation force M.sub.b′. In steering assistant control for tire burst, the rotating moment M.sub.b′ of tire burst is balanced by an additional assistant moment M.sub.a2, namely, the M.sub.a2 equals the M.sub.b:
M.sub.a2=−M′.sub.b=M.sub.b Under the condition of tire burst, the target control value of steering assistant moment M.sub.a is vector sum of detection value M.sub.a1 of torque sensor of steering wheel and additional balanced steering assistant moment M.sub.a2 for tire burst. In rotary moment control of steering wheel, the phase advance compensation of steering assistant moment M.sub.a is carried out by compensation model to improve response speed of power steering system EPS. When necessary, the steering assistance control and rotation angle control of steering wheel for the tire burst are constituted as a composite control. The stable steering control of tire burst vehicle can be realized effectively by limiting maximum angle or/and rotation angle velocity of steering wheel. According to the relationship model between steering assistant torque M.sub.a and electrical control parameters of electrical power steering system, the steering assistance torque M.sub.a is converted into control parameters of power device, in which it includes current i.sub.ma or/and voltage V.sub.ma. The steering assistance control sets limiting value a.sub.b of balance rotary moment |M.sub.b| for tire burst. In control, |M.sub.b| is less than a.sub.b which is larger than the maximum value of the rotary moment of tire burst |M.sub.b′|. The maximum value of |M.sub.b′| is determined by field tests. A phase compensation model of assistance steering is established by tire burst steering assistance controller. The advance compensation of phase of the steering assistance moment M.sub.a is carried out by the compensation model in the control, to improve the response speed of rotary force control of steering wheel.
66. According to the safety and stability control system for tire burst vehicle described by right claim 22 term, the features of the system is following. A rotary moment control mode of steering wheel for tire burst is adopted. (1). Determining of tire burst direction. The determination of tire burst direction uses one of modes of angle and torque, angle, to realize judgement of direction of steering assistant moment M.sub.a and operation direction of electric device directly. Direction determination model is described by following. Defining deviation ΔM.sub.c between target control value of steering torque M.sub.c1 of steering wheel and the real-time value M.sub.c2 detected by torque sensor of steering wheel:
ΔM.sub.c=M.sub.c1−M.sub.c2 The parameters direction of steering assistant moment M.sub.a and the direction of steering power parameters of electric device are determined by the positive and negative deviation of ΔM.sub.c (+, −). The direction of steering power parameters include the direction of the current i.sub.m of the motor or the rotating of the assistant motor. When increment ΔM.sub.c of rotation torque M.sub.c of steering wheel is positive, the direction of steering assistant moment M.sub.a is the direction of increasing of assistant moment M.sub.c; when ΔM.sub.c is negative (−), the direction of steering assist moment M.sub.a is the direction of decreasing of steering assistant moment M.sub.a, that is, the direction of increasing of resistance moment M.sub.a. (2). Rotation torque control of steering wheel. A control mode, control model of rotation torque M.sub.c of steering wheel and characteristic function are established by control variable rotation angle δ of steering wheel, parameter speed u.sub.x and rotation angle velocity {dot over (δ)} of steering wheel under normal working conditions:
M.sub.c=f(δ, u.sub.x) or M.sub.c=f(δ, {dot over (δ)}, u.sub.x) The model determines characteristic function and characteristic curve of rotation torque of steering wheel under normal working conditions. The characteristic curve includes three types: straight line, broken line or curve. The value determined by the control model of rotation torque M.sub.c of steering wheel and characteristic function are target control value of steering wheel rotation torque of vehicle. The model structure and characteristics of the M.sub.c are as follows. On the positive or negative travel of rotation angle of steering wheel, the characteristic function and curve are same or different, the so-called “difference” means: in the positive and reverse travel of rotation angle of steering wheel, the characteristic function for M.sub.c is different, and the value of M.sub.c is different at same point of variable and parameter, otherwise it is same. The steering wheel rotation torque M.sub.c determined by control model of steering assistant moment is decreasing function of increment of the parameter u.sub.x, and is incremental function of the absolute value of increment of δ and {dot over (δ)}. Based on calculated values of each parameter, a numerical chart which is stored in the electronic control unit is drawn. Under normal and tire burst conditions, through look-up table system, control procedure of power assistant steering is called by electronic control unit, and target control value of steering assistant moment M.sub.c1 of steering wheel is extracted from the electronic unit, based on parameters of steering wheel angle δ, rotation angle velocity {dot over (δ)} of steering wheel and vehicle speed u.sub.x. The actual value of rotation torque M.sub.c2 of steering wheel is determined by the real-time detection value of torque sensor. Defining the deviation ΔM.sub.c of rotation torque M.sub.c of steering wheel between the target control value of steering wheel torque M.sub.c1 and the real-time detection value M.sub.c2 of torque sensor of steering wheel:
ΔM.sub.c=M.sub.c1−M.sub.c2 The steering assistance or resistance moment M.sub.a of steering wheel is determined by the function model of deviation ΔM.sub.c under normal and tire burst conditions.
M.sub.a=f(ΔM.sub.c) Based on the steering characteristic function, the rotation torque control of steering wheel uses variety of modes. Mode 1. Basic rectifying torque type. Base on the mode, a function model of rotation torque M.sub.c for steering wheel are set up by modeling parameters of vehicle speed u.sub.x and steering wheel angle δ:
M.sub.c=f(δ, u.sub.x) The target control value of M.sub.c1 is determined by specific function forms which include broken line and curve. At any point of rotation angle of steering wheel, the derivative of M.sub.c1 basically is the same as the derivative of aligning torque M.sub.j. Under action of the M.sub.j, driver of vehicle can obtain the best or better road sense from steering wheel. In function model of rotation torque M.sub.c1 of steering wheel, the M.sub.c1 and the M.sub.j are incremental function of the increase of steering wheel angle δ at certain speed u.sub.x, and M.sub.c1 is irrelevant to the steering wheel angle velocity {dot over (δ)}. The real-time detection value M.sub.c2 of torque sensor of steering wheel or/and road sense which is transmitted by steering wheel changes with the changing of the steering wheel angle velocity {dot over (δ)} . Mode 2: Balanced aligning torque model, function model of rotation torque M.sub.c of steering wheel is established by modeling parameters of vehicle speed u.sub.x, rotation angle δ of steering wheel and rotating angle velocity {dot over (δ)}:
M.sub.c=f(δ, {dot over (δ)}, u.sub.x) In the model of M.sub.c, target control value M.sub.c1 of M.sub.c is determined by concrete function form of the model. At any point of rotation angle of steering wheel, the derivative of M.sub.c1 basically is same as that of aligning torque M.sub.j. The derivative of M.sub.c1 basically is same as the derivative of the aligning torque M.sub.j of directive wheel. In torque function model of the M.sub.c, the M.sub.c1 increases with the increase of δ under condition of a certain speed u.sub.x. Meanwhile, the target control value M.sub.c1 of torque M.sub.c of steering wheel and the real-time detection value M.sub.c2 determined by steering wheel torque sensor are correlated synchronously with angle velocity {dot over (δ)} of steering wheel. In each logic cycle of steering torque control period H.sub.n of steering wheel, the M.sub.c1 and M.sub.c2 increase or decrease synchronously with the increasing or decreasing of δ on appropriate proportions in the positive and reverse travel of steering wheel angle δ. Based on the definition of rotation torque of steering wheel, the ΔM.sub.c of rotation torque M.sub.c of steering wheel is a difference value between M.sub.c1 and M.sub.c2:
ΔM.sub.c=M.sub.c1−M.sub.c2 A functional model of steering assistant moment M.sub.a is established:
M.sub.a=f(ΔM.sub.c) Based on the functional model of M.sub.a, the value of M.sub.a is determined by model of difference ΔM.sub.c. Under the action of steering assistance or resistance torque M.sub.a, the driver can obtain the best feel or road feel from steering wheel of steering system, no matter what steering system is in normal or tire burst working condition. Adjustment force of steering assistance for steering wheel torque is enlarged. According to relationship model between rotation torque of steering wheel and power parameters, the ΔM.sub.c is converted into power parameters of electric devices, in which the parameters M.sub.c, current i.sub.cm and voltage V.sub.mc are vectors.
67. According to the safety and stability control system for tire burst vehicle described by right claim 26 or 31 term, the features of the system is following. Failure control of active steering of drive-by-wire for tire burst and no tire burst vehicle. The controller adopts the overall failure control mode. When steering of vehicle driver by man or driverless vehicles fails or lose efficacy, the controller of drive-by-wire steering set by central master controller processes to relevant datum according to a mode, model and algorithm of steering losing efficacy control. The controller outputs signals of unbalanced differential braking of wheels and controls hydraulic braking system (HBS) or the electronic hydraulic braking system (EHS), or the electronic mechanical braking system (EMS), to realize steering failure control by exerting an additional yaw moment to vehicle of drive-by-wire steering, which is produced by differential braking of wheels. The losing efficacy control is based on vehicle dynamics control system (VDC) or electronic stability program system (ESP), control modes of wheel steady-state braking A control, balance braking B control, vehicle steady-state braking C control and total braking force D control. When steering failure control signal i.sub.z arrives, the controller take speed u.sub.x, ideal and actual yaw angle speed deviation e.sub.ω.sub.
Description
DESCRIPTION OF DRAWING
[0276]
MODE OF CARRYING OUT THE IVENTION
1). The Active and Self-Adaptive Control Mode, Structure and Flow of Tire Blowout Control System for Vehicle.
[0277] The output signals of on-board system, tire burst main controller and the sensors set in each controller are directly or through the data total 21 line are input to the main controller 5. The main controller 5 uses the state parameter signal 1 of wheel and vehicle, the surrounding environment and the state parameter signal 2 of front vehicle and rear vehicle, the control parameter signal 3 of vehicle tire burst, the parameter signal I 6 of key control by manual as the input parameter signals. After the tire burst judgment is established, the tire burst signal I is output. When tire burst control entering or exiting signal I including i.sub.a, i.sub.e 6 arrives, each controller enters or exits from the tire burst control.
[0278] i. In the early stage of tire burst, the engine brake control 15 enters or exits actively based on the control mode, model and algorithm of engine idling brake and changing speed control of engine.
[0279] ii. During each control period of tire blowout, controller 9 of throttle or/and controller 10 of fuel injection of engine control actively the throttle or/and fuel injection of engine, based on the control mode, model and algorithm of constant, dynamic and idle speed to the throttle or/and fuel injection. According to the control mode, model and algorithm, a program or software of the throttle or/and fuel injection control for tire blowout is designed. According to the anti-collision coordination control mode, model and algorithm of front vehicle and rear vehicle, or/and the output parameters and their change rate of driving control operation interface 18 of the vehicle, the characteristic function of driver's control willingness can be determined. The coordinated control mode, model and algorithm of man-machine communication self-adaptive driving and active tire blowout braking of the controller 9 or/and 10 are established by state parameters of front vehicle and rear vehicles, which include relative speed, vehicle distance and driver's control willingness characteristic function, so as to realize the active exiting and returning of the controls of man-machine communication self-adaptive driving and tire blowout break control. In the first, second and multiple strokes of the accelerator pedal, the output of engine is adjusted by the throttle or/and fuel injection control of engine; the collision avoidance of vehicle, tire burst active braking and acceleration control of vehicle are realized according to the driver's willingness at the same time. For driverless vehicles, the throttle opening, fuel injection volume or wheel can be adjusted by the engine throttle or/and fuel injection controllers 9 and 10, according to the control instructions for speed, path tracking and anti-collision determined by the central master controller, so as to adjust the vehicle speed.
[0280] iii . In each control period of tire burst, the brake controller 11 can process to relevant datum, according to control mode, model and algorithm of brake steady-state A of wheel, balanced brake B of wheel, steady-state differential brake C of vehicle, total braking force D controls and the control program and software of tire burst brake, so as to realize the coordinated control of active brake and vehicle anti-collision. Based on the vehicle brake operation interface 19, a compatible control logic, control model and algorithm of tire burst active brake and the pedal manual brake are determined by modeling parameters which include brake pedal travel or/and braking force, angle speed, slip rate and equivalent relative parameters of wheels, as well as vehicle deceleration and yaw angle speed. The brake control compatibility of tire burst active brake and pedal manual brake, and a self-adaptive coordinated control of driver's brake control willingness and active tire blowout brake control of man-machine can be realized by brake controller 11 of vehicle.
[0281] iv. During each control period of tire blowout, the rotation force controller 12 of steering wheel is based on the on-board electric power steering system (EPS) and electric hydraulic power steering system (EPSH). Under normal and tire burst conditions, a steering control mode, model and algorithm of tire burst balance steering angle and steering moment of power assistance are established by the angle, vehicle speed and rotation torque of steering wheel output from the steering operation interface 20, to determine the steering power assistance moment at any corner of the steering wheel. According to the tire burst power steering control program and software, the rotation angle of steering wheel, rotation torque of steering wheel, steering assistance moment and resistance moment of EPS or EPHS are adjusted by controller 12 in two directions.
[0282] v. During each control period and based on the active steering system of the vehicle, an additional angle θ.sub.eb determined by the active steering controller 13 is exerted to the active steering system of the vehicle; the additional angle θ.sub.eb is used to balance tire burst steering angle, to adjust actively the steering of the vehicle; the direction of additional angle θ.sub.eb is opposite to the direction of tire burst steering angle. The rotation angle θ.sub.e of steering wheel is vector sum of the actual steering wheel angle θ.sub.ea determined by the steering operation interface 20 and additional angle θ.sub.eb. The active steering controller 13 controls the angle of steering wheel according to the tire burst active steering control program, to realize direction adjustment and path tracking of tire burst vehicle.
[0283] vi. Under the condition of which the on-board system is equipped with a drive-by-wire steering system, the controller of steering system can replace the steering wheel rotation force controller 12 and the active steering controller 13 at the same time. Under normal and tire burst working condition, the controller of steering wheel, flat tire and bumpy road conditions, direction adjustment and path tracking of vehicle can be realized by model with modeling parameters by means of combined control of rotation angle and turning torque of steering wheel. The control parameter signals of each tire burst controller are directly returned to the tire burst master controller 5 through the return feeder or the data bus. The input data bus of control parameter signals of the braking, driving and steering operation interface, a regulated power supply of burst controller be not shown in the figure.
2). Tire Burst Pattern Recognition and Tire Burst Determination.
[0284] The tire burst pattern recognition and tire burst judgement of vehicle are based on wheel state, steering state of vehicle and vehicle state. According to tire burst pattern identification and types of running state and structures of vehicle, which include non-braking and non-driving, driving and braking, tire burst judgement conditions and models which include the tire pressure p.sub.re [x.sub.b, x.sub.d] are adopted. A judgement logic for tire burst is establish to realize tire burst pattern recognition and tire burst judgment. The three types of running state and structure of vehicle are expressed by positive (+) and negative (−) of mathematical symbols.
[0285] (1). The structure of non-braking and non-driving state of vehicle is characterized by positive (+) and negative (−). The judgment logic for tire burst is established in the state. In the state process, pressure P.sub.re1 is determined by the equivalent mathematical model and algorithm. The mathematical model is established by modeling parameter including yaw angle velocity deviation e.sub.ω.sub.
p.sub.re1=f (e(ω.sub.k), e.sub.β(t), e.sub.ω.sub.
[0286] In process of the state, the braking force Q.sub.i and driving force Q.sub.p are zero. The deviation e(ω.sub.k) of non-equivalent relative angle velocity ω.sub.k and deviation e({dot over (ω)}.sub.k) of non-equivalent relative angle acceleration or deceleration {dot over (ω)}.sub.k are equal to, or are equivalent to, equivalent relative parameter deviation e(ω.sub.e) and e({dot over (ω)}.sub.e), under condition of which parameter values of μ.sub.i, N.sub.zi, δ, Q.sub.i taken by two wheels of balance wheelset are equal or equivalent equal. In the same parameters set E(λ.sub.i μ.sub.i, N.sub.zi, δ, Q.sub.i ), values of λ.sub.i taken by the two wheels of the balance wheelset can be taken as 0 or 1, and e({dot over (ω)}.sub.k) can be replaced by non-equivalent relative slip rate deviation e(S.sub.k). Based on state tire pressure p.sub.re1 and threshold model for tire burst judgement, the absolute value of non-equivalent relative angle velocity deviation e(ω.sub.k) in balancing wheelset for front and rear axles is compared. The wheelset of which bigger absolute value of deviation e(ω.sub.k) is taken in the two balance wheelset is tire burst balancing wheelset, and the wheel of which bigger ω.sub.k value is taken in two wheels of the balance wheelset is tire burst wheel. Under condition of non-braking and non-driving of vehicle, the wheels are in free rolling state, thus the correction coefficient λ.sub.i is determined by model with modeling parameters of μ.sub.i, N.sub.zi and δ. Wheels can be in state of rolling freely without braking and driving. After λ.sub.i is corrected equivalently, the equivalent and non-equivalent relative angle velocity, angle acceleration and deceleration of left wheel and right wheel are basically equal.
[0287] (2). Driving state structure (+). In the state, for the non-driving axle wheelset and the driving axle wheelset, the equivalent mathematical model of state pressure p.sub.re is established by modeling parameters which include yaw angle velocity deviation e.sub.ω.sub.
p.sub.re2=f (e.sub.ω.sub.
p.sub.re2=f (e.sub.ω.sub.
λ.sub.i=f(μ.sub.i, N.sub.zi, δ)
[0288] Under condition of which load N.sub.xi of left wheel and right wheel change is little, the ground friction coefficient μ.sub.i of the left wheel and right wheel is equal and the rotation angle δ of steering wheel is small, the compensation coefficient of λ.sub.i can be taken as 0 or 1. The left wheel and right wheel of balancing wheelset for non-driving axle adopt non-equivalent relative angle velocity deviation e(ω.sub.k) and angle acceleration and deceleration deviation e({dot over (ω)}.sub.e). The equivalent relative angle velocity deviation e(ω.sub.e) and angle acceleration and deceleration deviation e({dot over (ω)}.sub.e) are used in the left and right wheels of the drive axle. Under condition of the ground friction coefficient of left and right wheels is equal, and the driving moment Q.sub.ui of left and right wheels of driving axle is equal, the deviation e(ω.sub.e) and e(ω.sub.k), e({dot over (ω)}.sub.e) and e({dot over (ω)}.sub.k) of left and right wheels are equivalent or equivalent equal, thus λ.sub.i can be taken as 0 or 1. The state tire pressure p.sub.re2 is compensated by λ.sub.i under the condition of which friction coefficient μ.sub.i of the left wheel and right wheel is different. The tire burst judgement is made by threshold model of state tire pressure p.sub.re2. After tire burst is determined, the equivalent relative angle velocity ω.sub.e of the left wheel and right wheel of the driving axle is compared. Based on the state tire pressure p.sub.re2 and the tire burst judgement threshold model, the non-equivalent relative angle velocity ω.sub.k of left wheel and right wheel of non-driving axle is compared, and the equivalent relative angle velocity ω.sub.e of left wheel and right wheel of driving axle is compared. The wheel with bigger value of ω.sub.e and ω.sub.k in two wheelsets of driving axle and non-driving axle is tire burst wheel, and the balance wheelset of which larger value of e(ω.sub.e) is taken in the two axles is tire burst balance wheelset. During the real tire burst time and inflection point time for tire burst, driving of the vehicle has be exited actually under condition of which vehicle has be not implemented control of anti-collision.
[0289] (3). Braking state structure (+). The parameter of rotary moment deviation e.sub.M.sub.
p.sub.re3=f (e.sub.ω.sub.
[0290] Where, the e(Q.sub.k) is the non-equivalent relative braking force deviation of the balanced wheelset. When the steering angle of directive wheel is small, and the load N.sub.i of vehicle varies slightly, and the friction coefficients of left and right wheels are equal, or is deemed to be equal, the value of λ.sub.i can be taken as 0 or 1. Under condition of which friction coefficient of the left wheel and right wheel is different, and steering angle δ and load transferred by wheels is smaller, the λ.sub.i is determined by equivalent correction model with parameters of μ.sub.i, N.sub.zi and δ of left wheel and right wheel; the non-equivalent angle velocity deviation e(ω.sub.k) and non-equivalent angle deceleration deviation e({dot over (ω)}.sub.k) of the left wheel and right wheel of the two axles are actually equivalent to equivalent relative angle velocity deviation e(ω.sub.e) and angle deceleration deviation e({dot over (ω)}.sub.k) under the condition of which the braking force Q.sub.i of the left and right wheels of the two axles is equal. After tire burst is determined, absolute values of e(ω.sub.e) and e(ω.sub.k)of front axle and rear axles are compared based on state tire pressure p.sub.re3 and threshold model of tire burst judgement; the wheel that takes a bigger absolute value of ω.sub.e or ω.sub.k is tire burst wheel, or the positive and negative sign of e(ω.sub.k) and e(ω.sub.e) can be used to determine tire burst wheel. The balanced wheelset with tire burst wheel is tire burst balanced wheelset. The braking state structure 2. The state structure is a state structure of which tire burst vehicle enters steady state control for differential braking of the wheels. In this state structure, two ways are used to determine state tire pressure p.sub.re. First way. The way is based on “braking state structure 1”, to determine state tire pressure p.sub.re41, that is, the p.sub.re3 is equal to the p.sub.re41, then to determine tire burst of vehicle. Second way. For vehicle of which parameters of wheel braking force
[0291] Q.sub.i and angle velocity ω.sub.i are taken as control variables, the state tire pressure p.sub.re41 is calculated under the condition of differential braking of wheels. The first algorithm of p.sub.re4 is based on judgment of tire burst of “the braking state structure 1”; the two wheels of tire burst balancing wheelset are exerted by equal braking force; the following calculation model of determining state tire pressure p.sub.re41 is adopted; when the left wheel and right wheel of tire burst balancing wheelset are exerted by equal braking force Q.sub.i, one of the same parameters in E.sub.n is Q.sub.i, it satisfies the condition of same braking force Q.sub.i taken by two wheels of tire burst balancing wheelset, and effective rolling radius R.sub.i of two wheels of tire burst balancing wheelset is regards as a same; from this, the e(ω.sub.k) is equivalent to e(ω.sub.e). Under state of which differential braking of two wheels of non-tire burst balanced wheelset is carried by the following calculation model of p.sub.re42, the same parameters in the set E.sub.n are taken as Q.sub.i and R.sub.i, the parameters e(ω.sub.e) and e({dot over (ω)}.sub.e) in calculation model of p.sub.re42 simultaneously satisfy the condition of which the values of Q.sub.i and R.sub.i of each wheels are equivalent or equivalent equality. Algorithm 2 of state tire pressure p.sub.re4. The unbalanced braking force of steady-state control of differential braking for vehicle is applied to two wheels of balanced wheelset of tire burst and no tire burst. The calculation model of p.sub.re43 is adopted as follows.
p.sub.re41=f (e.sub.107 .sub.
p.sub.re43=f (e.sub.107 .sub.
[0292] Under the state in which same parameter R.sub.i of each wheel in the set E.sub.n is set, The parameters e(ω.sub.e) and e({dot over (ω)}.sub.k) should satisfy the conditions of which braking force Q.sub.i and the effective rolling radius R.sub.i of two-wheel of balanced wheelset are equivalent or equivalent equality, and the e(Q.sub.e) in calculation model of p.sub.re43 may be replaced by the non-equivalent relative braking force deviation e(Q.sub.k) of two-wheels of balanced wheelset, and the “abnormal change” of vehicle yaw angle velocity deviation e.sub.ω.sub.
3). Direction Determination Mode of Rotation Angle for Tire Burst.
[0293] (1). Based on the origin rules of steering wheel angle δ and torque M.sub.C, the rules of left or right rotation of angle δ of steering wheel and angle of directive wheel, the positive (+) and negative (−) rules of absolute angle δ that is measured by two sensors set on the rotation shaft of steering system to non-rotating reference system of vehicle, positive (+) and negative (−) rules of angle difference Δδ, the positive (+) and negative (−) rules of direction of tire burst rotation moment M′.sub.b and the steering assistance moment M.sub.a, it is determined to the positive (+) and negative (−) of rotation angle difference Δδ. the positive (+) and negative (−) of Δδ indicate the positive (+) and (+negative (−) of rotation direction of steering wheel rotation torque M.sub.C; the judgement logic of direction of tire burst rotation torque M.sub.b′ and steering assist moment M.sub.a are determined when steering wheel or directive wheel turns to right. The judgment logic can be represented by the following logic diagram of “direction judgment mode of steering angle”. According to the logic diagram, the direction of tire burst rotation moment M.sub.b′ and the direction of steering assistance moment M.sub.a are determined. Based on detection signal of two sensors set on rotation shaft of steering system, two relative coordinate systems of steering wheel angle δ, which is set in steering system, are adopted; direction of angle and torque of steering wheel or directive wheel, direction of tire burst rotation moment M.sub.b′ and steering assistance moment M.sub.a are determined by the direction Judgement mode of steering angle for tire burst.
[0294] i. The Direction Judgement Mode of Angle: Logic Chart of Steering Wheel Right Rotation with Positive Difference Δδ
TABLE-US-00001 δ Δδ ΔM.sub.c M.sub.b.sup.′ M.sub.a + + + or 0 0 0 − − (+ − or 0 0 0 transferring to −) − + − or 0 0 0 + − + + − + − (+ + + − transferring to −) − − (+ + or 0 0 0 transferring to −) − + + − +
[0295] The direction judgement mode of rotation angle. The left-hand logic diagram of steering wheel is omitted in this article. Based on the origin regulation of steering wheel angle δ and torque M.sub.c, and when rotation angle δ of the steering wheel or turning angle θ.sub.e of directive wheels is in left turning, the positive (+) and negative (−) rule of steering wheel torque or the positive (+) negative (−) regulation of torque measured by sensor are contrary with the positive (+) and negative (−) rule of right turning of steering wheel. According to the rules of positive (+) negative (−) of left-hand turn of steering wheel, the logic of direction judgement of tire burst rotation moment M.sub.b′ and steering assistant moment M.sub.a can be established when the turning angle δ of steering wheel is left-handed rotating. Except for it is different to the rotation direction of the steering wheel angle δ and positive (+) negative (−) rules adopted by the steering wheel which is left-handed turn, the parameters, structure, judgement flow and method used in direction judgment logic and logic chart of tire burst moment M.sub.b′ and steering assistant moment M.sub.a in left turning of steering wheel are same as those used in right turn of steering wheel.
[0296] ii. In the above tables, it is indicated that vehicle is in normal working condition, or wheel is not in tire burst state, when the rotation moment M′.sub.b′ of tire burst is 0. Whether there is a tire burst which can be determined by the positive (+) or negative (−) of the tire burst rotation moment M′.sub.b. When tire burst rotation moment M′.sub.b is positive (+), it is indicates that the direction of M′.sub.b is consistent with the direction of the positive route of steering wheel angle δ, and the direction of steering assistant moment M.sub.a is consistent with the direction of the negative route of steering wheel angle δ. When tire burst rotation moment M′.sub.b is a negative (−), it indicates that the direction of M′.sub.b is consistent with the direction of the negative route of steering wheel angle δ, and the direction of steering assistant moment M.sub.a is consistent with the direction of the positive route of steering wheel angle δ. When increment ΔM.sub.c of steering assistant moment M.sub.a is 0, it indicates that the rotation force M.sub.k of steering wheel exerted by ground is in a force balance state, and it indicates that derivative {dot over (M)}.sub.k of parameter M.sub.k is 0.
[0297] (2). Mode of indirect determination of tire burst direction. In the control of tire burst rotation torque, the dynamic characteristics of indirect judgment of tire burst direction are not ideal.
[0298] i. The indirect direction judgment of tire burst rotation moment M′.sub.b use a mode of position of tire burst wheel and the field test. When tire burst of wheel of front axle occur, the direction of tire burst rotation moment M.sub.b′ points to direction of same side of the tire burst position. On the same way, for tire burst of wheel of rear axle, the direction of rotation moment M.sub.b′ for tire burst can be determined by the position of tire burst wheel, the direction of rotation angle of steering wheel and field test.
[0299] ii. Determining of direction of the tire burst rotation moment M′.sub.b adopt yaw judgement model of vehicle. After tire burst of vehicle occur, the understeering of the left turning of vehicle and the oversteering of the right turning of vehicle can indicate that tire burst of right front wheel occur, the understeering of right turning vehicle and the oversteering of left turning vehicle indicate that tire burst of left front wheel occur. According to direction of rotation angle δ of steering wheel and the understeering or oversteering of vehicle, the direction of tire burst of rear wheel and direction of tire burst rotation torque M.sub.b′ of steering wheel can be determined also.
4).
[0300] The tire burst braking control of this system adopt wheel braking steady A, vehicle stability braking C, wheel balanced braking B and total braking force D control, as well as their logical combination control. The A, B, C, D control and their logical combination control for tire burst braking can realize compatibility control with vehicle stability control (VSC), vehicle dynamics control (VDC) or electronic stabilization program system (ESP). The tire burst braking control takes one or more modeling parameters of angle deceleration {dot over (ω)}.sub.i, slip rate S.sub.i of wheel , vehicle deceleration {dot over (u)}.sub.x and braking force Q.sub.i as control variables; the control of tire burst brake can be realize in the logic cycle of period H.sub.h for control of A, C, B, D and its combination control. In its dynamic control for tire burst, the braking C control should be used in priority
[0301] (1) Steady-state braking A control of wheels. The braking A control include steady-state braking control of tire burst wheel and anti-lock braking control of no tire burst wheel. In normal working conditions, slip rate S.sub.i of tire burst wheel do not have the specific meaning of peak value slip rate of anti-lock braking control. When tire burst control entering signal i.sub.a arrives, the braking controller terminates or reduce the braking force exerted to tire burst wheel, it can make tire burst wheel be in a pure rolling state without braking, or be in steady-state braking A control for tire burst wheel, according to one of the parameter form of control variable {dot over (ω)}.sub.i, S.sub.i and Q.sub.i for braking A control. In the control of tire burst braking A, the braking force of tire burst wheel is decreased in step by step on equal or unequal value, based on characteristics of the motion state of tire burst wheel. The brake A controller take {dot over (ω)}.sub.i and S.sub.i as control variables and control objectives, and takes brake force Q.sub.i as parameter variables; A mathematical model is established by the control variables and modeling parameters, to determine control structure and characteristics of braking A control by certain algorithm. Under braking A control, tire burst wheel and no tire burst wheels can obtain a dynamic and steady-state braking force. A general analytic mathematics formula can be adopted by the model of braking A control, or it can transformed into expression of state space, and the dynamics system of wheel is expressed by state equation. On this basis, the appropriate control algorithm is determined by applying modern control theory. Braking control period H.sub.h of tire burst is obtained. In process of logical cycle of period H.sub.h, the braking force Q.sub.i is reduced step by step according to the characteristics of the movement state of the tire burst wheel, and reduction of braking force Q.sub.i of tire burst wheel can be realized by the reducing of target control values {dot over (ω)}.sub.ki and S.sub.ki of control variables {dot over (ω)}.sub.i and S.sub.i, until {dot over (ω)}.sub.ki and S.sub.ki achieve a set value or zero. During the control process, the actual values {dot over (ω)}.sub.i and S.sub.i of tire burst wheel fluctuate around their target control values {dot over (ω)}.sub.ki and S.sub.ki. The braking force Q.sub.i is decreased gradually, equally or unequally to 0, thus indirectly adjusting the braking force Q.sub.i of wheels.
[0302] (2) Braking Stability C Control of Vehicle
[0303] According to parameter forms of one of angle deceleration {dot over (ω)}.sub.i or/and slip rate S.sub.i vehicle additional yaw moment M.sub.u of brake C control is used to direct or indirect distribution of braking force of each wheel. The distribution of additional yaw moment M.sub.u of brake C control for wheels can be expressed as follows. According to brake C control mode and model, and on basis of position relationship of tire burst wheel, yaw control wheel and non-yaw control wheel the efficient yaw control wheel and yaw control wheels are determined by quantitative relationship of which additional yaw moment M.sub.u is vector sum of additional yaw moment M.sub.ur determined by longitudinal differential braking of wheels and additional yaw moment M.sub.n of braking in steering; the distribution of additional yaw moment M.sub.u under straight and steering state of vehicle is determined by the efficient yaw control wheel and yaw control wheels. The additional yaw moment M.sub.u is not allocated to the tire burst wheel. The allocation models of M.sub.u can adopt one of single wheel, two wheel and three wheel models or their combination, according to the states of vehicle in normal and burst working conditions.
[0304] i. Under braking in straight running state of vehicle, the M.sub.u is equal M.sub.ur. The M.sub.ur is additional yaw moment produced by longitudinal differential braking of wheels. The M.sub.u is distributed according to coordination distribution model of single wheel, two wheel or three wheel. In the single wheel or two wheel, the M.sub.u can be allocated to any one or two of the yaw control wheels.
[0305] ii. Under braking in steering state of vehicle, allocation of additional yaw moment M.sub.u to wheels adopts single wheel, two wheel or three wheel mathematical model. a. The allocation model of two wheel is as following. For vehicle of which front axle is steering axle, the allocation model of additional yaw moment M.sub.u of wheels is established by modeling parameters which include additional yaw moment M.sub.ur determined by longitudinal differential braking force of wheels, additional yaw moment M.sub.n determined by braking in vehicle steering, slip rate S.sub.i, rotation angle δ of steering wheel or rotation angle θ.sub.e of directive wheel and Load M.sub.zi of yaw control wheels. Based on the allocation model of additional yaw moment M.sub.u, the allocation of M.sub.u to three yaw control wheels can be determined. A variety of yaw control modes can be formed by different combinations of three yaw control wheels. First, for tire burst of right front wheel in state of right-turning of vehicle, the left front wheel can be determined as efficiency yaw control wheel, according to vector model with modeling parameter M.sub.u that includes M.sub.ur and M.sub.n, load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi which shifts to left rear wheel and left front wheels in tire burst; when direction of M.sub.ur and M.sub.n is same, the maximum value of additional yaw moment M.sub.u is achieved under condition of certain differential braking force. For two yaw control wheels of left front and left rear, the distribution proportion of M.sub.u is determined in the process of braking and steering. The distribution model of two yaw control wheels of left front and left rear is established by modeling parameters which include braking slip ratio S.sub.i of left front wheel and left rear wheel and rotation angle θ.sub.e of directive wheels. Based on the model, the distribution of additional yaw moment M.sub.u of the two yaw control wheel is realized. The steering of vehicle, longitudinal slip ratio S.sub.i and lateral slip angle of two yaw control wheels for left front wheel and left rear wheel are controlled by the distribution of additional yaw moment M.sub.u between two yaw control wheels. The tire burst yaw moment M.sub.u′ produced by tire burst of right front wheel is balanced by M.sub.ur and M.sub.n, therefrom, Insufficient or excessive steering of vehicle is balanced or eliminated. Second, tire burst of left front wheel under state of right-turning of vehicle. According to vector model with modeling parameter M.sub.u that includes M.sub.ur and M.sub.n, the M.sub.u can achieve maximum value when the direction of M.sub.ur and M.sub.n is same; the right rear wheel is determined as the efficient yaw control wheel. Based on the load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi which is shifted to right rear wheel and front wheel in tire burst state, the distribution model of two yaw control wheels is established by parameters which include the rotation angle θ.sub.e of right front wheel, side or transverse slip angle and longitudinal slip ratio S.sub.i of right front wheel and longitudinal slip ratio S.sub.i of right rear wheel, and load N.sub.zi of each wheel. Based on this model, the distribution of additional yaw moment M.sub.u between two yaw control wheels is realized; the steering of vehicle and slip rate S.sub.i of right front and right rear wheel are also controlled at the same time. The tire burst yaw moment M.sub.u′ produced by tire burst of left front is balanced by M.sub.ur and M.sub.n, thus, Insufficient or excessive insufficient steering of tire burst vehicle is balanced or eliminated by M.sub.ur, M.sub.n and their superposition. Third, the tire burst of right rear wheel in state of right-turning of vehicle. According to the vector model of M.sub.u including M.sub.ur and M.sub.n, The additional yaw moment M.sub.u of vehicle achieves the maximum value when direction of M.sub.ur and M.sub.n are same; the left rear wheel is efficient yaw control wheel, and the left front wheel and left rear wheel are yaw control wheels. Based on load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi which shifts to left rear and left front wheels in tire burst state, the distribution model of two yaw control wheels is established by modeling parameters including the steering angle θ.sub.e of left front wheel, side slip angle and longitudinal ratio S.sub.i of left front wheel, longitudinal slip ratio S.sub.i of left rear and load N.sub.zi of each wheel. The coordinated distribution of additional yaw moment M.sub.u of two yaw control wheels of left front and left rear is realized. The steering of vehicle and the steering angle of left front wheel, and the slip rate S.sub.i of left front and left rear wheels are controlled simultaneously by the distribution of additional yaw moment M.sub.u between left front wheel and left rear wheel. The combination of M.sub.ur and M.sub.n can balance the tire burst yaw moment M.sub.u′ produced by tire burst of right rear wheel. Insufficient or excessive steering of tire burst vehicle is compensated or eliminated produced by superposition effect of M.sub.ur and M.sub.n. Fourth, the left rear wheel of right-turning vehicle. According to the vector model of M.sub.a including M.sub.n and M.sub.ur, the M.sub.a achieves maximum value in the same direction of M.sub.ur and M.sub.n, therefrom it can be determined that right rear wheel is the efficient yaw control wheel, and the right front wheel and right rear wheels are yaw control wheel. In tire burst control, the distribution model of two yaw control wheels is established by modeling parameters including steering angle θ.sub.e of right front wheel, side slip angle and longitudinal slip ratio S.sub.i of right front wheel, longitudinal slip ratio S.sub.i of right rear and load N.sub.zi of each wheel, based on the load N.sub.zi of each wheel and their transfer amount ΔN.sub.zi which shifts to left rear and left front wheels in tire burst state. The steering angle θ.sub.e of right front wheel and stable steering of the vehicle are controlled by distribution of additional yaw moment M.sub.a between the two yaw control wheels; the slip rate S.sub.i of right front wheel and right rear wheel are controlled simultaneously. The combination control of M.sub.ur and M.sub.n can balance tire burst yaw moment M.sub.a′ produced by left rear tire burst. Insufficient or excessive steering of tire burst vehicle is compensated or eliminated by superposition effect of M.sub.ur and M.sub.n. Similarly, the controlled wheel selection, control principle, rules and system of tire burst control of the left-turn vehicle are same as those of the right-turn vehicle.
[0306] (3). In duration from arriving of burst control entering signal i.sub.a to starting point of real burst time or/and the safety time of vehicle collision avoidance control, the braking A, C, B and D control may adopt the forms of B←A∪C or D←B∪A∪C logic combination and its logic cycle of period H.sub.h. During real tire burst time, namely before or after time of the real tire burst point, braking force of tire burst wheel is relieved. When control combination of B←A∪C and it logic cycle are adopted, the control combination of A⊂C can be replaced by C control, that is, braking C control override A⊂C control. The differential braking control variable of brake C control for each wheel may adopt one of the parameter forms of {dot over (ω)}.sub.c, S.sub.c, Q.sub.c. The target control value {dot over (ω)}.sub.ck, S.sub.ck or Q.sub.ck of control variable {dot over (ω)}.sub.c, S.sub.c or Q.sub.c are determined by the difference between target control value Q.sub.ck1, {dot over (ω)}.sub.ck1 S.sub.ck1 of left wheel and the target control value of Q.sub.ck2, {dot over (ω)}.sub.ck2 S.sub.ck2 of right wheel. According to the direction of the additional yaw moment M.sub.u of tire burst, the wheel in which one of control variable {dot over (ω)}.sub.c, S.sub.c or Q.sub.c of left wheel and right wheel of wheelset is assigned by smaller value is determined. The smaller values of the control variables in the left wheel and right wheel may are taken as zero. The distribution rules of {dot over (ω)}.sub.ck, S.sub.ck, Q.sub.ck are expressed as: values of {dot over (ω)}.sub.ck, S.sub.ck, Q.sub.ck are allocated to no-tire burst wheelset, and are allocated to no tire burst wheel in the tire burst wheelset. During each control period after real starting point of tire burst, the difference braking force of balanced brake B control of each wheel are decreased or are terminated with the increase of the differential braking force of C control for each wheelset, thus, tire burst brake control enters the logical cycle of braking C control or braking A∪C control.