Patent Publication Number: US-2021188252-A1

Title: Safety and Stability Control System against Vehicle Tire Burst

Description:
TECHNICAL FIELD 
     The invention belongs to the safety field in vehicle tire burst 
     BACKGROUND TECHNOLOGY 
     Vehicle tire burst, which is on expressways specially, is a kind of serious accident with high risk and high probability of occurrence. Tire burst safety of vehicle is a major subject which has not been effectively resolved at home and abroad. Retrieval of relevant technical literature has showed that the current technical solutions for this subject mainly contains the following. First, tire pressure monitoring system (TPMS) as a relatively mature widely is used in a variety of vehicles tire pressure detection technology. Related tests and technologies show that tire pressure monitoring can reduce the probability of tire burst, but the parameters related to tire pressure and tire temperature does not have strict correspondence with tire burst in time and space, therefore, TPMS cannot solve the problem of tire burst and tire burst safety truly in real time and effectively. Second, a tire burst safety, tire pressure displays and adjustable suspension system of vehicle (China patent, patent No. 97107850.5). The invention proposes a scheme of which system mainly composed of a tire pressure sensor, an electronic control device, a brake force balance device and a lift composite suspension, to realize the safety of vehicle tire burst through its balanced braking force and lifting control of the tire burst wheel suspension. However, the technical solution for system structure and control mode are relatively simple, effect of lateral stability control of the vehicle is not satisfactory. Third, tire burst safety and stability control system of vehicle (China Patent, patent No. 01128885.x). The invention proposes a scheme of which a system of tire burst safety and stability control of vehicle is based on anti-lock braking system (ABS), vehicle stability control system (VSC); the system uses a brake force regulator composed of high-speed switch solenoid valves to distributing the braking force of each wheel, thus to realize safety and stability control of the vehicle tire burst. Although the technical solution gives a prototype of tire burst safety control system of the vehicle, a higher technology platform is required to solve the major technical problem of tire burst safety by making a major breakthrough in technical problems, such as tire burst status, tire burst judgement, stable deceleration and steady state control of vehicle. Fourth, a method and system of tire burst safety control of vehicle (China Patent, No. 200810119655.5)”. The invention proposes a technical scheme about maintaining vehicle original running direction by steering assist motor control; the technical solution has a certain effect in controlling the original direction of vehicle tire burst, but it is difficult to achieve the purpose of safe and stable control of the vehicle tire burst by controlling simply the original direction of the vehicle in the actual control process. Fifth, the method and system for burst tire brake control (China Patent, No. 201310403290). The method and system propose a technical scheme of wheel brake control through the difference signal of brake anti-lock control of burst tire wheel and non-tire burst wheels of the vehicle; the braking force involved in the solution does not consider related technical problems such as wheel and vehicle stability control, so that it is difficult to achieve the purpose of safety control of vehicle tire burst. With development of modern electronic technology, automatic control technology and vehicle safety technology, it is necessary to introduce a new safe a stable control method for vehicle tire burst, to solve this major problem which has long plagued to the vehicle tire burst safety. Based on “a tire burst safety, tire pressure displays and adjustable suspension system of vehicle, the patent number: 97107850.5, the application date: Dec. 30, 1997 ” and “a safety and stability control system of tire burst of vehicle, the patent number: 01128885x, the application date: Sep. 24, 2001”, the patentee and collaborator of the China Invention Patents propose a new technical scheme of safety and stability control system for vehicle tire burst, and hopes that the significant technology topic of vehicle tire burst safety may be solved by the new design concept and technical scheme and technical scheme. 
     CONTENT OF INVENTION 
     Purpose of the invention is to provide a safety and stability control system for vehicle tire burst (hereinafter referred to as the system). Based on braking, driving, steering and suspension system of vehicle, the system can realize independent and coordinated controls of braking, driving, steering, engine or/and suspension for tire burst vehicle. The system adopts the control method, mode, model and algorithm of tire burst safety and stability. Main control and control program or software of tire burst are designed by structured programming. The system sets the information unit, tire burst controller and execution unit, which can be used in vehicle driven by chemical energy or electric, vehicle of driven by man or driverless. Vehicle driven by man sets tire burst master controller. The driverless vehicle set central controller. The controllers include tire burst information collection and processing, parameter calculation, tire burst mode identification, tire burst judgement, tire burst control entering and exiting, conversion of control mode, manual operation control or/and program module and networking controller. The system is equipped with brake, drive, steering, engine or suspension control controllers. Based on controllers, the system can realize the independent and coordinated control of tire burst braking, steering or/and suspension. Tire burst control is a steady-state deceleration control of wheels and vehicles, and a stability control of vehicle direction, vehicle attitude, lane keeping, path tracking, collision avoidance and body balance. The purpose of the invention is realized in follow way. Tire burst, tire burst judgment and tire burst control of the system are based on the process of tire burst state. In the process of its state, the whole process dynamic control of vehicle state is realized by the adjustment of wheel braking and driving, engine output, steering of steering wheel, adjustment of suspension lift, vehicle speed, vehicle attitude, vehicle path tracking and stable deceleration. The tire burst control and controller mainly adopts the modes of coordinated control and adaptive control, it includes the following three active control modes and controllers. First, control modes and controller of tire burst for driven by man vehicle. The vehicle uses compatible mode of manual intervention control and active control for tire burst. The tire burst controller is set independently and can share equipment and resources of vehicle, such as the sensor, the electronic control unit which includes structure and function modules and actuator. The system sets tire burst judgment, control mode converting and tire burst controller. The tire burst judgement modes includes of tire pressure detected by sensor., state tire pressure and characteristic tire pressure judging types. Conversion of control mode mainly adopts converting of control mode between normal and tire burst working conditions, the converting of control mode between active control and manual intervention control in the tire burst working condition. The tire burst controller mainly adopts a compatible control mode of active control and manual intervention control for tire burst. Second. The tire burst control mode and controller of driverless vehicle with manual auxiliary operation interface are set. The controller uses the driving, braking and steering control operation interface to assist the tire burst control, and shares the onboard system sensor, machine vision, communication, navigation, positioning, artificial intelligence controller. The controller sets the tire burst and burst judgment, control mode conversion and tire burst controller. The tire burst collision avoidance, tire burst path tracking and tire burst attitude control of driverless vehicle is realized by environment perception, positioning and navigation, path planning, vehicle control decision and tire burst control decision. Tire burst determining mainly uses three modes of tire pressure detected by sensor of wheel, characteristic tire pressure and state tire pressure. Control mode converting mainly adopts the conversion mode of control for driverless vehicle and control of driverless vehicle with manual operation intervention under normal conditions, and conversion mode of control of driverless vehicle under normal conditions and control of driverless vehicle under tire burst conditions. Tire burst controller mainly sets controls of driverless vehicle and driverless vehicle with manual auxiliary operation interface, and set up the compatible control mode of control of driverless vehicle and tire burst active control with manual intervention or without manual intervention. Third, tire burst control and controller of driverless vehicle. The tire burst controller can share sensor, machine vision, communication, positioning, navigation and artificial intelligence controller with vehicle mounted system. The controller sets tire burst judgement, control mode conversion and tire burst controller. Under condition of which vehicle network has been constructed, networking vehicle set up intelligence networking controller. The networking controller realize tire burst collision avoidance, path tracking and tire burst control by means of environmental awareness, positioning, navigation, path planning and control decision of vehicle. The tire burst judgement mainly adopts three determination modes of detection tire pressure, state tire pressure and characteristic tire pressure of vehicle. The control mode conversion mainly adopts following conversion way: conversion between control of driverless vehicle in normal working condition and active control of driverless vehicle in tire burst working condition. The above control mode conversion is realized by the switching of coordination signals of the tire burst control. Based on the above control modes, the stable deceleration of burst tire vehicle and the steady state control of the whole vehicle can be realized by coordinated control of active anti-skid drive, engine braking, stable braking, electronically control throttle and fuel injection of engine, power assistance steering, or/and electronic controlled or drive-by-wire steering and passive, half-active or active suspension. 
     (1). The information unit set in this system is mainly composed of sensors set by vehicle control system, related sensors for tire burst control or signal acquisition and processing circuit. Based on the tire burst control structure and process, tire burst safety and stability control mode, model and algorithm, the tire burst control program or software is developed. The software adopts non modular or modular structure. In the process of tire burst control, the controller directly or through the data bus obtain the sensor detection signal output by the information unit, or obtain the signals of Internet and positioning and navigation of global satellite positioning system, mobile communication signal processed by the central computer or electronic control unit. The output signal of controller controls engine or electric vehicle power device, to adjust its power output. The output signal controls the brake regulator to adjust the braking force of each wheel and the whole vehicle. The output signal controls the power steering device to realize the control of steering rotational moment for tire burst. The output signal control the steering system by drive-by-wire, to adjusts the directive wheel angle θ e  or and rotation torque of steering wheel exerted by ground, from this, the tire burst control for speed, active steering and path tracking can realized. When the exiting signal of tire burst control arrives, the tire burst control of vehicle exit. The output signal controls the corresponding regulator and actuator set in execution unit to realize the control of each regulated object. 
     (2). Pattern recognition, judgment and control of the system for tire burst are based on characteristic tire pressure, state tire pressure or tire pressure detected by sensor. When using characteristic tire pressure and state tire pressure, it is not necessary to set tire pressure sensor, and it can reduce operation conditions for tire burst control, and it provides practical feasibility for indirect measurement of tire pressure and tire burst control based on indirect measurement, and it can determine tire burst control in condition of which tire pressure sensor is not set. When a real tire burst doesn&#39;t occur, the system establishes a tire burst control exiting mechanism which enables entering or exiting of tire burst control of vehicle in real time. Without the exiting of tire burst control, it is impossible to define tire burst based on the state of wheel and vehicle. and it also is impossible to tire burst control based on the state, fuzzy and conceptual tire burst. The system sets the control modes of active entering, automatic real-time exiting and manual exiting of tire burst control, according to tire burst state of wheel and vehicle. The manual controller is set up, to complete the exiting of manual control and active control for tire burst, so as to realize the tire burst control for uncertain tire burst, which makes the tire burst and tire burst control have the actual controllability and operability. The system determines critical points, inflexion points and singularity of state parameters, control parameters of vehicle for tire burst. Based on these points, models of condition and threshold are used. Tire burst control is divided into different stages or time zones that include the pre-tire burst stage, the real burst stage, the inflection point stage, the separation stage of wheel and rim, and the exiting time zones of tire burst control. The continuous or discontinuous function control modes are adopted, to make tire burst control adapt to tire burst and its state. The system adopts the conversion mode and structure of program, protocol or converter, and takes the tire burst signal as the conversion signal, to realize actively the conversion of control and control mode between normal condition and tire burst condition. Based on the systems of driving, braking, engine, steering and suspension of manned or driverless vehicles, It is adopts that the coordinated and independent control mode, mode, model and algorithm of the system and all subsystems, to realize coordinated control of engine braking, braking of brake equipment, engine output, rotation force of, steering wheel, active steering and body balance of vehicle. The tire burst control structure of the system is relatively complete. The driving, braking, steering, engine and suspension control of the vehicle in normal working condition constitute an external cycle of controls. Entering and exiting of tire burst control and tire burst control process of the driving, braking, steering, exporting of engine and suspension constitute an internal cycle of tire burst coordinated control. In the critical point, inflection point, singularity and other points or transition period of each control stage, the structure and motion state parameters of wheel and vehicle sharply changes; under conditions of sharp changing of instantaneous state of wheel and vehicle, the double instability of wheel and vehicle is solved successfully by changing of control modes and models of vehicle driving, braking, steering wheel rotation force, steering wheel angle, and by reducing the steady state control braking force of tire burst wheel, reducing the balance braking force of each wheel and increasing differential braking force of each wheel of the whole vehicle; in the control, the force is equivalent or equivalent to angle acceleration deceleration and slip ratio of wheel. The system integrates the control of wheel and vehicle as a entirety under normal and tire burst conditions, and it allow overlap control of normal and burst working condition, to solves successfully the control conflict of normal condition and tire burst condition. The safe and stable control of tire burst is a kind of stable deceleration control of wheels and vehicles, a kind of stability control of vehicle direction, vehicle attitude, lane keeping, path tracking, collision avoidance and body balance. 
     (3). The tire burst master controller of system sets various controllers that include parameter calculation, state tire pressure, tire pressure detected by sensor., entering and exiting of tire burst control, mode conversion of tire burst control, determination tire burst direction, information communication and data transmission, environment identification, manual key control, tire burst control program or software and electronic control unit (ECU). The ECU sets corresponding tire burst control structure and function module. The electronic control units (ECU) set by the controller mainly include micro controller Unit (MCU), special chip, electronic components, peripheral circuit, stabilized voltage of power supply etc. Tire burst control signals output by electronic control units control execution units of system and subsystem, to realize driving, braking, direction, driving path, attitude and suspension lifting control of tire burst vehicle. 
     (4). In order to accurately and concisely describe the content of the system, the system adopts necessary technical parameters and mathematical formulas. The technical parameters use two way or mode of expressions: words and letters. The two expressions way of words and letters are equivalent completely. Mathematical model uses two means of expression. First, the pre-letter of model indicates type of the mathematical model, the pre-letter is followed by parenthesis, and the letters in parentheses indicate modeling parameters; the concrete form is: Q (x, y, z). Second, the pre-letter indicates type of function model, and the equal sign is set after the letter; after the equal sign, function form is represented by letter, the letter of function in brackets is followed by a bracket, and the letters in the parenthesis are parameters and variables. The concrete form is: Q=f(x , y, z). In description of content of the system, the technical term of “normal working condition and tire burst condition” is used. The normal working condition refers to all running states of vehicle except the tire burst of the vehicle, and the tire burst condition refers to running states of vehicle in tire burst of wheel. The concept of tire burst and non-tire burst is defined by the system. 
     1. Tire Burst Master Control and Master Controller of System 
     1). Parameter Calculation and Calculator 
     The parameters are determined by field test, parameters of sensor detection, mathematical model and algorithm. According to needs of control process of vehicle, the corresponding parameters and parameter values which include wheel angle acceleration and deceleration, slip rate, adhesion coefficient, vehicle speed, dynamic load, or/and effective rolling radius of the wheel, vertical and horizontal acceleration and deceleration of the vehicle are determined in real time. The observer of mathematics is used to estimate the physical quantities which are difficult to measure. For example, physical quantities estimation of the sideslip angle to vehicle mass center are determined by the global positioning system (GPS) or the observer based on the extended Kalman filter. The controller set by the system and system mounted by vehicle can share data and parameters detected by sensors and calculation parameters of vehicle, through physical wiring in vehicle or data bus which includes CNA. 
     2). Tire Burst Pattern Recognition and Tire Burst Judgment of Vehicle Based on Characteristic Tire Pressure, State Tire Pressure and Tire Pressure Detected by Sensor. 
     Based on the pattern recognition, a pattern and model of tire burst judgment are established, to realize tire burst judgment. Definition of vehicle tire burst: whether the tire burst of wheel is real or not, as long as showing of features for “abnormal state” characterized by motion state and structural mechanics parameters of wheel, steering mechanics state parameters of vehicle, vehicle running state and tire burst control parameters which are as a qualitative and quantitative index are revealed, a qualitative condition and a quantitative model of tire burst judgement is established on the basis of tire burst pattern recognition; based on the condition and model of tire burst judgement, the tire burst of vehicle is determined when the qualitative conditions and quantitative condition are achieved. Defining characteristic and state tire pressures: the pressures are determined by characteristics of abnormal state under normal and tire burst conditions of the wheel and vehicle. According to the definition of tire burst, the state characteristics of tire burst determined the system are consistent with the characteristics of abnormal state under normal and tire burst conditions of the wheel and vehicle, and the characteristics are consistent with the state characteristics generated by the wheel, vehicle steering and the whole vehicle after the real tire burst of vehicle. The so-called consistent of state characteristics to both of them means that the two characteristics are same or equivalent basically. State tire pressure includes several characteristic tire pressures and it is constituted by characteristic tire pressure. The state pressure has combination characteristic of characteristic tire pressure. The characteristic tire pressure and the state tire pressure are dynamic in tire burst control. According to tire burst state process and the tire burst control process, tire burst judgement are divided into two stages. First stage: the determination stage of tire burst state pattern recognition. Based on abnormal state of wheel and vehicle under normal working conditions, the tire burst mode recognition, tire burst determination, entering and or exiting of tire burst control are determined by mechanical state parameters of wheel, steering of vehicle, vehicle motion and tire burst control. Second stage: determination stage of pattern recognition of tire burst control: based on tire burst control, the tire burst pattern recognition and judgement are determined by control parameters in tire burst control state. The continuing of tire burst control or its control exiting are determined by the tire burst judgement in the stage. In this system, the tire burst pattern recognition for state tire pressure or tire pressure detected by sensor is used. Tire burst pattern recognition of state tire pressure is a tire burst pattern recognition determined by feature parameters of motion state of wheel, steering mechanics state of vehicle and vehicle state. State tire pressure p re  is not a real tire pressure of wheel, it is consistent with the abnormal state characteristics of wheel and vehicle under normal and tire burst conditions, and is consistent with the state characteristics of wheels, steering vehicle and whole vehicle after the real tire burst. The so-called consistent of state characteristics means: they are basically same or equivalent. The states of vehicle is expressed by quantitative parameters or/and qualitative condition, which include states of wheel movement and steering, attitude, lane maintenance and path tracking of vehicle. The tire burst determination of tire pressure detected by sensor or state tire pressure is a process judgement of tire pressure. The determination of tire burst is based on the qualitative condition or quantitative model of tire burst recognition mode. The judgement period H v  for tire burst is set; the tire burst judgement is realized in the logical cycle of its period H v . 
     (1). Tire burst pattern recognition of vehicle in the state stage of tire burst. Defining tire burst pattern recognition and its judgment. According to kinematics state and parameters of wheel, steering of vehicle and vehicle, the tire burst pattern recognition is determined by identification of abnormal state of vehicle under tire burst and normal working condition. 
     i. Tire burst pattern recognition of characteristic tire pressure x b  of wheel motion state. the x b  is referred to as pattern recognition of characteristic tire pressure. The x b  is made by comparison of a same parameter which is determined by non-equivalent relative parameters D k  and equivalent relative parameters D e  of wheelset of vehicle. The D k  and D e  are basis of vehicle tire burst pattern recognition determined by wheel motion state. Defining relative parameters D b  of two-wheels of wheelset: same parameters is adopted by two-wheel of wheelset. Defining non equivalent relative parameters D k : relative parameters D b  which are not processed by equivalence are defined as the non equivalent relative parameter of two-wheel of wheelset. Defining same parameter of parameters assemble E n : value of relative parameters D b  which are adopted by two-wheels of wheelset are equal or equivalent equal. Defining equivalent relative parameters D e  of two-wheels of wheelset: under condition of which one or more parameters taken in the parameters assemble E n  are equal or equivalent equal to two-wheel of wheelset, The one or more parameters taken in the non-equivalent relative parameters D k  characterized by motion state of two-wheels of wheelset are converted to one or more parameters D e  of the equivalent relative parameters of two-wheel for wheelset by converting models and algorithms. The non-equivalent relative parameters D k  includes braking force of wheel, rotation angle velocity of wheel and the slip ratio of wheel. The same parameters E n  includes braking force or driving force of wheel, moment inertia of wheel, friction coefficient and load of wheel, side declination angle of wheel, rotation angle of steering wheel, inner and outer wheel turning radius of vehicle. The equivalent relative parameters D e  include braking force, rotation angle velocity and slip ratio of wheel. According to equivalent processing of conversion model and algorithm, equivalent relevant parameters D k  are converted to the equivalent relative parameters D e , under conditions of which parameters taken of two-wheels of wheelset in same parameters assemble E n  are equal or equivalent equal, the equivalent relative parameters D e  is determined by no equivalent relative parameters D k . Any one parameter in equivalent relative parameters D e  of two-wheels of wheelset is determined by non-equivalent relative parameters D k  by means of equivalent treatment of transformation model and algorithm in which values of the parameters taken from the same parameters E n  are equal or equivalent equal. When state parameters of two wheels of wheelset are compared, the equivalent treatment can eliminate and isolate uncertainty effect to tire burst judgement, under conditions of which parameter value of two wheels of wheelset in E n  are not equal or not equivalent equal. The equivalent processing to parameters D k  can determine quantitatively the comparable relationship of state parameters that include braking force, rotational angular speed and slip rate of wheels. The tire burst pattern recognition may determine whether there is tire burst and tire burst wheel by equivalent treatment and comparison in same parameter taken by E. In order to simplify the comparison of the parameters in D k  and D e , the deviation or proportional mode of e(D k ) or e(D e ) can be used to comparing of tire burst and no tire burst wheel. The non-equivalent, equivalent relative parameter deviation and the ratio of two wheels are defined as: In two wheels of wheelset, the deviation e(D k ) or e(D e ) between D k1 or D e1 of wheel 1 and D k2  or D e2  of wheel 2 is defined: 
         e ( D   k )= D   k1   −D   k2   , e ( D   e )= D   e1   −D   e2    
     in two wheels of wheelset, the ratio e(D k ) or e(D e ) between D k1 , D e1  of wheel 1 and the D k2 , D e2  of wheel 2 is defined: 
     
       
         
           
             
               
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     Based on the e(D k ) and e(D e ), model and function model of the characteristic tire pressure x b  for mode recognition of tire burst of wheel motion state are established. In the same parameter set E n , the parameter E n  is taken as E 1 . . . E n−1 ,E n ; a set of characteristic tire pressures x b  to parameter E n (E 1 . . . E n 1 ,E n ) is formed by different parameters and number of parameters taken by x b . 
         x   b  ( e (ω k )),  x   b   =f  ( e (ω e ))
 
     Specific expression of characteristic tire pressure of the set x b : 
         x   b [ x   b1   , x   b2    . . . x   bn−1   , x   bn ]. 
     When the parameter in non-equivalent relative parameter D k  is non-equivalent relative angle velocity deviation e(ω k ) of two wheel of wheelset and the parameters in the same parameter E n  is taken as braking force Q i  of two-wheel, characteristic tire pressure x b1  in set x b  is function of the equivalent relative angle velocity deviation e(ω d1 ) by which two-wheels of wheelset use same braking force Q i . When the parameter in non-equivalent relative parameter D k  is non-equivalent relative angle velocity deviation e(ω k ) of two-wheel and the parameters in the same parameter E n  are taken as wheel braking force Q i  and friction coefficient ,u characteristic tire pressure x b2  in set x b  is function of the equivalent relative angle velocity deviation e(ω d2 ) by which two-wheel of wheelset use same Q i  and μ i . The equivalent relative angle velocity deviation e(ω d2 ) is determined by the no-equivalent relative angle velocity deviation e(ω k2 ) for Q i  and μ i  which in two-wheels of wheelset are equal or equivalent. The set of characteristic tire pressure x b : x b [x b1 , x b2 ]. The equivalent relative angle velocity deviation e(ω e ) of the two-wheel in the formula can is replaced by the equivalent relative slip rate deviation e(s e ) each other. Tire burst state mode recognition are determined by the division of control states of vehicle for non-braking and non-driving, driving, braking, straight and steering running control states of vehicle. In tire burst judgment of wheel motion state, the set of characteristic tire pressures can be determined: 
         x   b [ x   b1   , x   b2    . . . x   bn−1   , x   bn ]. 
     The conversion model between no-equivalent relative state parameters D k  and equivalent relative state parameters D e  are simplified by the division of different control states of vehicles, to adapt the judgement of tire burst under different control and motion states of vehicles. The judgement of tire burst for wheel motion state usually adopts the pattern recognition with deviation or proportion of equivalent or no-equivalent relative parameter (D e  or D k ) of two-wheel of balanced wheelset. Defining balance wheel set: the wheelset determined by two moment of opposite direction exerted on centroid of the vehicle is defined as balance wheelset; the moment parameter include the braking force, driving force or ground force exerted on the two wheels. Based on the tire burst pattern recognition of characteristic tire pressure set x b , a tire burst judgment logic for determining front and rear axles or wheelset of diagonal alignment arrangement is established. Based on this judgment logic, tire burst wheel, tire burst wheelset or tire burst balancing wheel pair are determined. 
     ii. Tire burst pattern recognition of characteristic tire pressure x c  for vehicle steering mechanics state. This pattern recognition is determined by steering mechanics state of vehicle. During generation and formation of tire burst rotation moment M b ′, the M b ′ is transferred to steering wheel by steering system and it will be changed that tire burst state, size and direction of rotation torque M c  of rotation angle δ and rotational moment of steering wheel. When M b ′ reaches a critical state, the generation and state of tire burst rotation moment M b ′ can be identified, and direction of tire burst rotation moment M b ′ can be determined by the change characteristics of rotation angle δ and rotation torque M c  of steering wheel. The critical state of M b ′ can be determined by a critical point of angle δ and torque M c  of steering wheel. In process of tire burst, the angle δ and torque M c  of steering wheel change in size and direction, and the δ and M c  of steering wheel reaches a “specific point” which can identify tire burst. The “specific point” is called critical point of δ and M c . Coordinate system of the size and direction of angle δ and torque M c  and its increment Δδ and ΔM c  of steering wheel are established. The coordinate system specifies origins of δ and M c . The direction of δ, M c , Δδ and ΔM c  are determined. In formation process of M b ′, the critical points of δ and M c  are determined by the directions of δ, M c , Δδ and ΔM c . Based on the direction of δ, M c , Δδ and ΔM c , a judgement logic for determining burst wheel in front and rear axles or wheel pairs of diagonal arrangement is established. Tire burst wheel and tire burst wheelset or tire burst balancing wheelset are determined by this judgment logic. 
     iii, Tire burst pattern recognition of characteristic tire pressure x d  for vehicle motion state. Under tire burst state, unbalanced yaw moment for vehicle, namely. Tire burst yaw moment M′ u  produced by wheel forces of which ground exert on tire burst wheel and other wheels to vehicle mass center result in changes of vehicle motion state and state parameters. Tire burst pattern recognition of characteristic tire pressure x d  is determined by motion state and state parameters of whole vehicle. Under normal and tire burst working conditions, theoretical and actual yaw angle velocity deviation e ω     r   (t), sideslip angle deviation e β (t) of mass center of vehicle are determined in real-time. The tire burst pattern recognition of characteristic tire pressure x d  is determined by mathematical model with modeling parameters which including steering e ω     r   (t) and e β (t), or {dot over (u)} x , {dot over (u)} y  and δ: 
         x   d  ( e   ω     r   ( t ),  e   β ( t ),  {dot over (u)}   x   , {dot over (u)}   y ),  x   d   =f  ( e   ω     r   ( t ),  e   β ( t ),  {dot over (u)}   x   , {dot over (u)}   y ) 
     In the model, the δ is rotation angle of steering wheel, the {dot over (u)} x  and the {dot over (u)} y  are longitudinal and lateral acceleration and deceleration of vehicle. According to the positive or negative judgment of x d , the excessive or insufficient steering of the vehicle is determined, and tire burst wheel in front and rear axles or wheel pairs in diagonal arrangement is determined by direction of steering wheel angle δ and the judgment logic of excessive or insufficient of vehicle. 
     iv. One of the following two mode is used for tire burst pattern recognition of vehicle state tire pressure p re . First, tire burst pattern recognition based on state tire pressure p re  characteristic function. The characteristic function of state tire pressure is called state tire pressure p re  in shorter form. The state tire pressure p re  is determined or constituted by the characteristic function of characteristic tire pressure x b , x c  and x d . The mathematical model of state tire pressure: p re =f (x b , x c , x d ). In model, x b , x c , x d  have same or different weight. According to process of tire burst or/and control state and type of non driving and non braking, driving or braking of the vehicle, the relevant parameters in x b , x c  and x d are allocated the weight of x b , x c  and x d with corresponding weight coefficients. Second, the model of tire burst pattern recognition of state tire pressure p re  is established by related parameters of wheel motion state, steering mechanics state of vehicle and vehicle state that include e(ω e ) and e(ω k ), e(S e ) and e(S k ), e ω     r   (t) and e β (t), e(Q e ) and e(Q k ), a y , e M     a   (t), μ i , and δ. According to control states and types of non-driving and non-braking, driving and braking, the tire burst pattern recognition is realized. The above parameters are in order: equivalent and non-equivalent relative angle velocity and slip ratio deviation of wheelset, yaw angle rate and sideslip angle deviation of quality center of vehicle, lateral acceleration of vehicle, equivalent and non-equivalent relative braking force deviation of wheelset, ground friction coefficient, wheel load and angle of steering wheel. 
     (2). Tire Burst Judgment at State Stage for Tire Burst 
     i. The tire burst judgement on the basis of wheel motion state. The judgement is a tire burst judgement of characteristic tire pressure x b  . Based on comparison of equivalent relative parameter deviation e(D e ) of the left and right wheel of front and rear axles or diagonal arrangement wheelset, the tire burst pattern recognition of characteristic tire pressure x b  is determined by tire burst state process and types of non-driving and non-braking, driving, braking, straight running or steering of vehicle. The deviation e(D e ) includes equivalent relative angle velocity deviation e(ω e ) and equivalent relative slip rate deviation e(S e ). The tire burst judgment model of x b  is established by the modeling parameter e(ω e ) or e(S e ). The judgment model of tire burst includes logical threshold model and the threshold value is set. When the x b  reaches the threshold value, the judgment of tire burst is determined, and tire burst wheels and tire burst wheelsets are determined. 
     ii. Tire Burst Judgment to Steering Mechanics State of Vehicle 
     Tire burst judgment on the basis of mechanics state of vehicle steering. The tire burst judgment is determined by characteristic tire pressure x c . Based on the parameters of steering mechanics state of vehicle, the logic of tire burst pattern recognition of steering mechanics for the system is used to determine characteristic tire pressure x c . The tire burst pattern recognition is realized according to characteristic tire pressure x c . The tire burst pattern recognition of x c  can be determined by model of using tire burst rotation moment M b ′ as parameter: 
         x   c (M b ′), x c   =f  (M b ′)
 
     Under the conditions of vehicle straight running or steering, the direction of tire bursting rotation moment M′ b  is determined by a judgment logic of direction of angle δ, rotation moment M c  and its increment Δδ, ΔM c  of steering wheel. According to the judgment logic, the tire burst judgment is determined, from this, tire burst wheel, tire burst wheel pair or tire burst balance wheel pair are determined. 
     iii. Judgment for Tire Burst Based on Vehicle Motion State 
     The judgment of tire burst of vehicle is a characteristic tire pressure x d . Based on the pattern recognition of vehicle motion state, a tire burst judgment model of characteristic tire pressure x d  is established. The judgment model includes logic threshold model. Setting threshold value, the tire burst is determined when the value determined by threshold model reaches threshold value . According to the positive (+) or negative (−) of x d , the excessive or insufficient steering of the vehicle is determined. The tire burst wheel in front axle and rear axles or in wheelset of diagonal arrangement are determined by the judgment logic of direction of steering wheel angle δ and excessive or insufficient of vehicle. 
     iv. Judgment Combined of Tire Burst Based on Wheel Motion State and Vehicle State 
     The tire burst judgment is determined by combined pattern recognition of wheel motion state and vehicle motion state. The tire burst judgment is a judgment of state tire pressure p re  determined by functional model p re [x b , x d ]. Setting the logic threshold model and threshold value of functional model of state tire pressure p re , the judgment of tire burst is determined when the value of p re  reaches its threshold value, otherwise the determination of tire burst is not established. Based on control states of vehicles and types of non-driving and non-braking, driving, braking, straight running and swerve running of vehicles, excessive steering or insufficient steering of vehicles, tire burst wheel, tire burst wheelsets or tire burst balancing wheelsets are determined. 
     v. A logic assignment for tire burst determining is expressed by positive and negative (“+” and “−”) of mathematical symbols. The logic symbols (+, −) in the process of electronic control are expressed by high or low electric level, or specific logic symbols code including numbers and letter. When the tire burst is determined, tire burst controller or a central master computer sends a tire burst signal I. 
     (3). Tire burst pattern recognition in the control stage of tire burst. The pattern recognition is based on the control state of tire burst vehicle; the control parameters of wheel, steering and vehicle are adopted by Judgment of tire burst in tire burst control stage. 
     i. Pattern Recognition of Wheel State in Tire Burst Control Stage 
     A tire burst pattern recognition and model of the characteristic tire pressure x b  is established by one of braking force deviation e q (t), angle acceleration and deceleration degree deviation e ω (t) or slip rate deviation e s (t) of differential brake of two-wheel for wheelset. The deviations are determined by modeling parameters of braking force Q i , angle acceleration and deceleration degree {dot over (ω)} i  and slip rate S i  of wheel. Based on pattern recognition and model of characteristic pressure x b , value of x b  are determined. 
     ii, Pattern Recognition of Steering Control in Tire Burst Control Stage 
     A tire burst pattern recognition and model of the characteristic tire pressure x c  is established by modeling parameters of tire burst rotation moment M′ b , or deviation e M     a   (t) of the rotation moment M k1 , M k2  by two steering wheels of vehicle. According to the model, the value of characteristic tire pressure x c  for pattern recognition is determined. 
     iii, Pattern Recognition of Vehicle in Tire Burst Control Stage 
     A tire burst pattern recognition and model of the characteristic tire pressure x d  is established by yaw angle rate deviation e ω     r   (t), sideslip angle deviation e β (t) to mass centroid of vehicle, or/and lateral acceleration deviation to normal and burst conditions in certain vehicle speed and steering angle. According to the model, the value of characteristic tire pressure x d  for pattern recognition is determined. 
     iv. Combination pattern recognition of control parameters for wheel, vehicle steering and vehicle state in tire burst control stage. The combination pattern recognition is determined by pattern recognition of characteristic tire pressure x b , x c  and x d , or x b  and x d , namely pattern recognition of state tire pressure p re [x b , x c , x d ], p re [x b , x d ]. The model of state tire pressure p re  is established. According to the model, value of pattern recognition of p re  is determined. 
     (4). Tire Burst Judgment in the Control Stage of Tire Burst 
     In process of tire burst control, the characteristics of tire burst state and the values of characteristic functions x b , x c  and x d  can convert each other among the characteristic functions x b , x c  and x d . In view of the transfer of tire burst characteristics and eigenvalues, tire burst determination model is established by relevant parameters in x b , x c  and x 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, the judgement model of state tire pressure p re [x b , x c , x d ] or p re [x b , x d ] is used to determine tire burst of wheel and vehicle. The judgment of tire burst uses logic threshold model. The logic threshold value is set. When the value of relevant parameters or tire pressure p 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 of relevant parameters or p re  does not reach the threshold value, the vehicle exits from tire burst control. The judgment of tire burst determined by this system is basis of tire burst safety control of vehicle. 
     3). 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 are adopted between transmitter and receiver. The sensor of tire pressure (TPMS) is driven by electric energy. The transmitter is a high integrated chip which integrates sensor module, wake-up chip, MCU, RF transmitter chip and circuit. i. The sensor module includes sensors of pressure, temperature, acceleration and voltage. The sensor module uses two mode of sleep and working. The transmitter uses this technology about sleeping and wake-up. ii. The sensing module. It sets sensor chips which contain pressure, temperature, acceleration or/and voltage sensors. The sensors adopt a capacitor of integrated microcrystalline silicon or silicon piezoresistive type, wherein the silicon piezoresistive sensor is set with a high-precision semiconductor strain circuit to output electrical signals of the tire pressure that include the angle acceleration/deceleration {dot over (ω)} i  or the temperature T a  in real-time. ii. The wake-up module. The module sets a wake-up chip and the wake-up program. Mode 1: The wake-up is realize by the wheel acceleration {dot over (ω)} i . The logic threshold model and the wake-up cycle time H a1  are used in process of the wake-up. In the each period H a1 , the characteristic acceleration {dot over (ω)} z  is calculated by parameter {dot over (ω)} i . based on the average or weight average algorithm, the {dot over (ω)} z  is ratio of which sum of n i  collected value of accelerations and/decelerations {dot over (ω)} i  and n i  in set unit time. When {dot over (ω)} z  reaches threshold value a ω  set, 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)} z  is 0 in the period H 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 vehicle sets the low frequency transceiver device and the transmitter of vehicle sets two coupling circuit of different frequency signal; the transmitter of can receives two-way communication i w1 , i w2  transmitted by the receiver of vehicle. According to the threshold model, when the vehicle speed u x  exceeds the set threshold a u , the low frequency device set by the receiver continuously or intermittently transmits wake signal i w1  to MCU of the transmitter based on the set period H b  through two-way communication. When signal i w1  arrive, the transmitter of vehicle enters the working mode from the sleep mode; when the vehicle speed u x  is lower than the set threshold a u , the low frequency device transmits sleep signal i w2 ; after the signal i 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 a , the two-way communication period H b , the signal communication period H c  of two coupling circuit of different frequency and the sensor signal acquisition period H d . The H d  is a set value or a dynamic value. The dynamic value H d  is determined by algorithms of PID, optimal algorithm, or/and models with the parameters of detection tire pressure p r .  a , the negative increment −Δp ra  of tire pressure p ra  or/and the wheel speed ω i . 
         H   d   =f  ( P   ra   , −Δp   ra , ω i )+ c  
 
     Where c is a constant, H d  is an increasing function of the increment of p ra , is a decreasing function of the decrement of Δp ra  or the increment of ω i . Through the adjustment of the dynamic detection period H d , the transmitter increases the frequency of tire pressure detection in the tire blow-out working condition and reduces the frequency of tire pressure detection times in the normal working condition. The temperature sensor performs a temperature detection in a set period H d1 ; H d1 =k 1 ·H d , where k 1  is a positive integer greater than 1. 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&#39;s MCU sends a tire pressure detection pulse signal according to the set tire pressure detection period H d , and the pressure sensor performs a tire pressure detection within each period H d . 
     iv. The transmission module. It includes an integrated transmitter chip and sets the signal transmission period H e  which is a set value or a dynamic value. When it is a set value, H e  is a multiple of the acquisition period of sensor detection signals: 
       H e =k 2 H d    
     Where k 2  is a positive integer greater than 1. When it is a dynamic value, H e  is determined by the signal transmission mode. Transmission mode and procedure 1. The detection tire pressure p ra  value and temperature value T a  of sensor are compared with the set value pre-stored in the transmitter&#39;s micro control unit (MCU) to obtain the deviation e p (t) and e T (t). According to the threshold model, and when the deviation reaches the set threshold values a e  and a T , the transmitting module outputs the detection value, and the p ra  and T 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 p (t) and the temperature deviation e T (t) fail to reach the set threshold values a e  and a T  within the set period H e1 , the transmission module transmits the one times of signals of p ra  and T a . H e1 =k 3 H e , where k 3  is a positive integer greater than 1, and the tire pressure detection signal is transmitted once according to the set time value of the period H 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, and the module sets the radio frequency transmitting circuit or/and the receiving chip of the antenna for two-way communication. The signals are encoded and are modulated are and transmitted through the antenna. When the tire pressure and temperature detecting signal dose not input by the control module, the radio frequency transmitter is in an energy-saving state of static power consumption. v. The monitoring module. The module dynamically monitors sensors, transmitters, MCU, chips of UHF transmitter, circuits and various parameter signals according to monitoring procedures; the monitoring module uses startup monitoring, timing, and dynamic monitoring modes. The MCU 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 crystal oscillator of MCU, low frequency oscillator, low frequency interface, analog circuit, sensor, MCU corresponding pin including SPI, DAR, distributor circuit of wake-up and reset pulse, RF transmitter, calibrating the power supply voltage of the MCU of the sensor, the energy consumption of the components of the transmitter. At each control stage of the pre-tire blow-out pried, the real tire blow-out, and the tire blow-out inflection point, the requirements of the tire pressure detection performance of the tire blow-out 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. The high-energy battery includes a lithium battery, a graphene battery and a battery combination thereof, and an insulating sealing positioning device (including a ferrule) is disposed on the wheel hub, and the device has a built-in charging line, an external charging electric shock or a switch. 
     (2). Tire Burst Pattern Recognition and Tire Burst Determination 
     Tire burst pattern recognition is based on detecting tire pressure of sensor. Tire burst judgement adopts threshold model. Setting a series of decreasing logic threshold a pi , a series of decreasing logic threshold values of tire pressure are set from a pn  . . . a p2  to a p1 . The a pn  is threshold value of standard tire pressure. The a p1  is zero value of tire pressure. When the detection value of tire pressure is large than a pn , the overpressure alarm of tire will be given. When the tire pressure reaches the threshold value a p2 , judgement of tire burst of wheel will be determined. The prophase stage of tire burst control is determined by a pn  . . . a p2 . The time interval of the signal transmission cycle is determined by mathematical model of modeling parameters that include tire pressure value detected by sensor and it change rate. The time interval of signal launching cycle is decreased with decreasing of tire pressure value measured, and with the increase of change rate of tire pressure value measured. The tire pressure sensor (TPMS) and tire burst pattern recognition used by the system can meet the requirements of tire burst control in the maximum limit. 
     4). Entering, Exiting to Tire Burst Control and Conversion of Control and Control Mode 
     (1). Entering and Exiting to Tire Burst Control 
     i. First. Entering and exiting to tire burst control under condition of which tire burst of vehicle is determined. Qualitative condition, quantitative judgment mode and model are used to determine the entering of tire burst control. The determination of entering for tire burst control is realized by achieving the qualitative condition, or/and quantitative condition of judgment mode and model. Quantitative judgment model includes logical threshold model. The model adopts single parameter or multi-parameter threshold model. When the value determined by the threshold model reaches the threshold value, vehicle enters tire burst control, and the controller or the main control computer of the system sends the tire burst control entering signal i a  . The single-parameter threshold model includes a threshold model with parameter of vehicle speed u x . The threshold value a ua  is a value set by vehicle speed u x . In multi-parameter threshold model, threshold value a ub  is determined by model with parameters that includes speed u x , steering wheel angle δ and friction coefficient μ i . The a ub  is a function of speed u x , steering wheel angle δ or/and friction coefficient μ i . The function value of a ub  is reduced with the increase of rotation angle δ of steering wheel. The a ub  is a increasing function with increment of friction coefficient μ i . Second, the exiting of tire burst control under the condition of which tire burst judgement of vehicle is established. A qualitative condition, quantitative judgment mode and model are used to determine the exiting condition of tire burst control. The quantitative judgment mode and model of exiting of tire burst control are set. When reaching the exiting condition determined by the model, the exiting of tire burst control is realized. The quantitative model includes a logic threshold model. The logic threshold model uses a single parameter or multi-parameter threshold model. Determining the threshold value for the tire burst control exiting. When the threshold value determined by the threshold model is reached, the tire burst control of vehicle exits, and master controller or master control computer of tire burst issues the tire burst control exiting signal i b . 
     ii. Exiting of the tire burst control in the tire burst control progress of vehicle. First. Under the condition of which tire burst judgement of vehicle is true, the exiting of tire burst control is realized when the tire burst judged by one of measuring tire pressure of sensor, characteristic tire pressure and state tire pressure is not true, or the judgment of tire burst is converted from its establishment to its no establishment, tire burst control exits. Second. Exiting of tire burst control in tire burst control phase. In the tire burst control, the tire burst pattern recognition is determined by the tire burst control state and its parameters. Based on the touch recognition, the tire burst judgment is established, the tire burst judgment is maintained and the tire burst control is carried out continuously if the judgment is established. The tire burst control exits from the stage if the judgment of tire burst is not determined during this stage. 
     iii. Tire burst control exiting determined by manual operation interface. When the exiting signal of tire burst control determined by the manual operation controller (RCC) arrives, tire burst control exits. 
     iv. 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 a  or exiting signal i b . The exiting of tire burst control of vehicle has a specific function and significance for the state tire pressure determined by this system; it make abnormal state for vehicle control become integrate under normal and burst conditions, so that, the tire burst control does not depend on fetters of tire pressure detected by tire pressure sensor. 
     (2). Transformation of tire burst control and control mode. Based on these definition of tire burst and tire burst judgment, the system provides a wide operating environment, time and space to the division of normal tire pressure, low tire pressure and tire burst interval, to the tire burst pattern recognition, control and control mode conversion between normal working conditions and tire burst working conditions. With the conversion of various tire blow out control and control mode, there is a very necessary and valuable control overlap between normal and tire burst conditions. All kinds of tire burst control and the conversion of tire burst control mode provide a practical, operable and realizing system to control the double instability of vehicle caused by normal control under the condition of tire burst and tire burst. 
     i. Based on state process of tire burst, the system adopts a tire burst control mode and model corresponding to the process of tire burst. The conversions of tire burst control and control mode is an indispensable and important link for tire burst control. The conversion of control and control modes of vehicle includes the following four levels. First, for level of vehicle. The conversion of control mode between normal condition and tire burst condition of vehicle is an entering and exiting of tire burst control of vehicle in essence. The controller set by driven by man or undriven by man vehicle takes the tire burst control entering or exiting signals i a , i b  as switching signals of control and control mode conversion, the control and control mode conversion between normal and tire burst conditions of the vehicle are carried out. Under normal and tire burst conditions, the conversion of control mode covers various forms determined by the control modes of braking, steering and driving at next control level of the vehicle. Second, for local level of vehicle. It includes tire burst control for braking and steering, or/and suspension. In state process of tire burst control, 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. Third, for coordinated control level of tire burst to vehicle braking, steering or/and suspension. It includes the coordinated controls and control mode conversions of tire burst braking, steering or/and suspension. Fourth, conversion of other control mode and other control types associated with vehicle braking and steering tire burst control. According to coordinating regulations and procedures of control mode, these converting are realized, which include conversions of coordinated control for vehicle braking and throttle or fuel injection, conversions of coordinated control for braking and fuel power driving or electric driving of vehicle , conversions of coordinated controls for tire burst steering rotation force and rotation angle of directive wheel. Fifth, According to the starting point, transition point and critical point of tire burst state of wheel and vehicle, the tire burst state process and control process 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 of tire burst are set. Superior control period includes early stage of control of burst tire, control time of real burst tire, control time of tire burst inflection point and control time of separation for rim and tire. In superior control periods, the control mode conversion is realized by converting signals including i a , i b , i c  and i d . The lower level control period include control cycle of periods of parameters and control types for tire burst, the control mode conversion is realized by converting signals i a (i a1 , i a2 , i a3  . . . ), i b (i b1 , i b2 , i b3  . . . ), i c (i c1 , i c2 , i c3  . . . ), i d (i d1 , i d2 , i d3  . . . ). The conversion of each control cycle and the logical circulating of control periods for stages are realized on the control mode. The conversion signals of tire burst control and control mode are called as tire burst signal I. Based on different periods and logical circulating for tire burst and tire burst control, the control mode, model and algorithm for tire burst adapted to condition of vehicle tire burst are adopted by the controller. The control of tire burst is more precise and can meet the requirement of drastic change of tire burst state by conversion of control mode and model in each control periods and logical circulating of control periods. 
     ii. Conversion Way or Type of Tire Burst Control and Control Mode 
     Conversions of different control modes and structures which include program, protocol and external converter are adopted by controller. 
     First, the program conversion mode. A same electronic control unit is set up by tire burst controller and corresponding on-board system. The electronic control unit takes the burst tire signal I as the conversion signal of control and control mode, and calls conversion subroutine of control mode stored in the electronic control unit, to realize automatically conversion of control and control modes, to realize entering and exiting of tire burst control, to realize automatically conversion of non burst tire and burst tire, to realize automatically conversion of control periods or stages of control parameters and modes and of each control periods and logical circulating of control periods. Second, protocol conversion. The electronic control unit set by the tire burst controller and the electronic control units of the vehicle control system are set up independently; the communication interface and protocol between the two electronic control units are set up. According to the communication protocol, the electronic control units uses signals I of tire burst, signals of related control models of sub-system and signals of the control types in each control logic cycle and periods as the conversion signal, to realize entering and exiting of tire burst control and the conversion of the above control and control modes. Third, conversion of external converter of electronic control units. When electronic control unit set by tire burst controller and the electronic control unit of the on-board system are set up independently, and there is no communication protocol between the two electronic control units, entering and exiting of tire burst control and the conversion of the above control modes between the two electronic control units are realized by the external converters which include front or rear converters set. A front converter is set in front position of the two electronic control unit. The measured signals of each sensor and tire burst signal I are input into front converter. When the tire burst signal I arrives, the front converter takes signals including tire burst signals I and conversion signals of the above control modes as the switching signal; the output state of signal of power supply or/and each electronic control unit is changed by control to input signals state of power supply or/and each electronic control unit, to realize the entering or exiting of tire burst control and the conversion of the above control and control modes of the two electronic control unit. A postposition converter is set in rear position of the two electronic control unit of tire burst controllers and the vehicle-control system; the output signal of the electronic control units of the vehicle-board control system and tire burst control system pass through the postposition converter, then, enters the corresponding execution device of vehicle-mounted control system. When tire burst signal I arrives, the output states of signal for the two electronic control unit are transformed by the signal I, to realize entering or exiting of tire burst control and the conversion of the above control and control modes of the two electronic control. The signals input state of electronic control unit refers to the two states where the electronic control unit have or does not have input of signals. Changing of the input state of the signals is a convert from input state of existing signals into input state of non signals, a convert from input state of non signals into the input state of existing signals. Similarly, signals output state of electronic control unit refers to state where the electronic control units have or do not have signal output. Changing of the output state of the signals is a convert from output state of the existing signals into the output state of the non-signal, or convert from output state of non-signals into the output state of existing signals. 
     iii. Conversion and converter of tire burst control mode of driverless vehicle. 
     Under the condition of which tire burst of vehicle is determined by central controller of driverless vehicle, the subroutine of control mode conversion set by master control computer is called based on the main programs of active driving, steering, braking, lane keeping, path tracking, collision avoidance, path selection and parking, to realize automatically the conversion of entering and exiting of tire burst control and the conversion of the above control and control modes, and each control cycle and logical circulating of control periods for stages. 
     (3). Division of Tire Burst Status and Tire Burst Control Period or Stage 
     The division of period or stage is based on the specific points of tire burst. A delimitation way or mode of characteristic parameters of tire burst and its joint control period or stage are adopted. After each control period or stage are delimited, the master controller outputs corresponding control signals to each control period. During each control period or stage of tire burst, the same or different tire burst control modes and models are adopted. 
     i. Delimiting mode of control period or stage based on specific point positions of tire burst. First, start point, sharp change point of tire burst state which include zero of tire pressure, rim separation point, wheel speed, angle acceleration and deceleration of wheel and transition point of tire burst control are determined. Real starting point of tire burst is determined by mathematical model of detecting tire pressure or state tire pressure and its change rate. The inflection point of tire burst control and control parameters, which includes the change point, singularity point of wheel angle acceleration and deceleration speed, and change point of braking force in braking process. Second. Based on tire burst state, the specific time and state point of the tire burst control, the period of tire burst control or stage of tire burst control is determined. The control periods includes early period of tire burst, period of real tire burst, period of inflection point of tire burst and separation period of rim and tire. Early period of tire burst: the period from control starting point set by controller of the tire burst to the real tire burst starting point. Real tire burst Period: the period from the real starting point of tire burst to inflection point of tire burst. The control period of tire burst inflection point: the period from the Inflection point of tire burst to the separation point of tire and rim. The inflection point of tire burst is determined by mathematical model of detecting tire pressure or state tire pressure and its change rate. In period of tire burst inflection point, the change of state parameters of wheel and vehicle is close to a critical point. Control period of separation point of tire and rim: the state and control period after the separation of tire rim, in which the detecting tire pressure and change rate are 0, and the wheel adhesion coefficient changes rapidly. Control period of separation point of tire and rim can be determined by mathematical model of modeling parameters which include vehicle lateral acceleration and wheel lateral deflection angle. 
     ii. Delimiting mode of control period of tire burst characteristic parameters. Based on tire burst status, tire burst control structure and type, the corresponding parameters in tire burst characteristic parameter set X are select, and the points of numerical of several stages in this parameter set X are set. Each point is set as the dividing point of tire burst status and tire burst control period. The tire burst status period, tire burst control period are constituted by regions in any two point. The burst status demarcated by the periods is basically same or equivalent to the real burst state process in that control period. 
     iii. Delimiting mode for the control period based on the combination of specific points and characteristic parameters of tire burst. Classification control method of upper and lower levels is adopted in the delimiting mode. The upper level control period can adopt one or more control periods, or it includes early control periods (stages) of tire burst, period of real tire burst, period of Inflection point of tire burst, separation period of tire and rim. The lower level control period: in each control period determined by the upper level, a numbers of series of numerical point positions is set, according to the control period of tire burst control parameters or the value of tire burst characteristic parameters set X; the tire burst status period and tire burst control period are constituted by regions in any two point of lower level control. The control periods of the lower level are set in numerical points 
     iv. Tire burst and control period of tire burst. First, the previous period of tire burst: the control period usually occurs in the low and medium decompression rate state of tire pressure. According to the actual state process of tire pressure, the vehicle will either enters the real tire burst period to control or exits the tire burst control. Second, the real tire burst period: In the sampling period of tire pressure detected by sensor., the tire pressure variation value Δp r  is determined by a function model with modeling parameters p r , {dot over (p)} r : 
       Δ p   r   =f ( p   r0   −p   r ),  {dot over (p)}   r )
 
     When PID is adopted 
     Δp r   =k   1  ( p   r0   −p   r )+ k   2   {dot over (p)}   r   +k   3 ∫ t1   t2   {dot over (p)}   r   dt    
     Where p r0  is the standard tire pressure, t 1 ,t 2  is the sampling period time of detection tire pressure. According to the threshold model, the real tire burst period is determined, when the tire pressure change value Δp r  reaches the set threshold value a P1 . The ECU outputs the real tire burst control signal, tire burst control enters. Third, the tire burst inflection point period, variety of judgment method are used. The first method: based on detecting tire pressure of sensor; when detecting tire pressure value is 0 and the equivalent or nonequivalent relative angle acceleration and deceleration velocity e({dot over (ω)} e ) or slip ratio velocity e (s e ) of two wheels of tire burst balance wheelset reaches set threshold value a P2 , it is determined to tire burst inflection point. The second method: in the sampling period of detection, a function model is determined by state tire pressure p re  and its change value p re : 
       Δ p   re   =f ( p   re   , {dot over (p)}   re )
 
     According to the threshold model, when Δp re  reaches the set threshold value a p3  or when the positive and negative sign of equivalent or on equivalent relative angle velocity, angle plus/minus speed and slip rate changes, tire burst inflection point is determined. Fourth, separation period of 
     Tire and rim for tire burst wheel: when steering angle of wheel reaches the threshold value, or equivalent relative side slip angle α i  of tire burst balance wheelset, vehicle lateral acceleration a y  reaches set threshold value, or when value determined by mathematical model of its parameters reaches set threshold value, separation of tire and rim is judged. Electronic control unit outputs the separation signal of tire and rim for tire burst. The control system of tire burst enters separation period of tire and rim for tire burst wheel. 
     5). Direction Determination of Tire Burst 
     Tire burst parameter direction determination is referred to as tire burst direction determination, it is one of the basic conditions to realize the steering control of tire burst vehicle. Based on the determination of the direction of tire burst, the system adopts the steering control of tire burst with independent control characteristics, and it is used in driven by man and driverless vehicles, vehicles of chemical and electric energy driving. First, the direction determination involves the judgement of the direction of the tire burst rotation torque, rotation angle of directive wheels, namely, steering wheels of touching ground, angle and torque of steering wheels and tire burst steering assistant torque. Second, in range of tire burst active steering, direction determination of tire burst includes the direction judgement of steering angle of tire burst wheel, tire burst rotation moment, steering assistant moment or steering driving moment. Third, in range of active steering by drive-by-wire, power steering and drive steering direction determination of tire burst includes the direction judgement of steering driving moment, rotation angle of directive wheels and steering angle of vehicle. All kinds of direction determination mentioned above are referred to as direction judgement of angle and torque. Rotary moment control of tire burst for steering wheel and directive wheels are abbreviated as rotary force control. The determination of tire burst direction is essentially a judgement of direction change for the rotation moment which applies directive wheels by ground. The direction change is caused by the destruction of the wheel structure during vehicle running. When the tire burst control entering the signal i a  arrives, the rotating moment control of the tire burst for the directive wheels and the steering wheel starts. The determination of tire burst direction involves setting of specific coordinate system of two kinds of vectors including angle and torque, the calibration of angle and torque direction, the establishment of mathematical logic of direction judgement and configuration of logical combination. Two modes of rotation angle or rotation angle and torque are used to determine the direction. According to different setting of rotation angle and rotation torque, or/and different of parameter detection of sensor, the direction of tire burst adopts the two modes of corner and torque, or angle of tire burst. All kinds of angle and torque parameters to tire burst steering control are vectors. The coordinate system stipulating by this system provides a technical platform for data processing of relevant parameters including power steering, active steering and steering by wire control of driven by man and driverless vehicles. The rotation torque of directive wheels is a rotation moment exerted by ground to directive wheels. 
     The steering assist moment to steering of vehicle is a steering assist or resistance moment inputted by the steering system. 
     (1). Rotation Angle and Rotation Torque Mode 
     In steering system of vehicle, two kinds of vector coordinate systems of angle and torque are established. The coordinate systems to vehicle include absolute coordinate system set in vehicle and relative coordinate system set in steering axis. The origin of coordinate and direction of rotation angle and rotation torque are set up. Direction determination of rotation angle and rotation torque: under of condition that origin of coordinate is as 0 point, it is determined to direction of left-handed and right-handed for angle and rotation torque in coordinate system, the direction of forward travel (+) and return travel (+) for angle and rotation torque in coordinate system, direction of angle and rotation torque increment or decrement of rotation angle and rotation torque. Establishment and calibration of coordinate system. First, within range of any rotation angle and rotation direction in absolute coordinate system, a relative vector coordinate system for value and direction of angle and torque are established by standard of torque coordinate system and angle coordinate system. In each coordinate system of angle and torque, a direction calibration mode to rotation direction, direction of positive (+) route and negative (−) route of angle and torque, direction of increment and decrease of angle and torque are used. Second, relative coordinate system includes rotation angle and rotation torque coordinate system of steering wheel or/and directive wheel. Angle and torque of the steering wheel or/and directive wheel adopts two rotation ways for left-handed and right-handed, forward route and return route to the origin. The direction of rotation angle and rotation torque of steering wheel or/and directive steering wheel are characterized by positive (+) and negative (−) of mathematical symbols. From this, the judging direction of steering wheel or/and directive steering wheel are established by the logic combination of mathematics symbols (+), (−) and the judgment logic of its combination. The combination of mathematical logic, positive (+) and negative (−) of mathematical symbols and their changes can indicate the direction determination of all kinds of rotation angles and rotation torque of steering system under normal and tire burst working conditions. 
     (2). Rotation angle mode. Two kinds of angle coordinate systems which includes 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 the rotation angle. The calibration methods of direction for rotation angle: it can be adopted that rotation direction of left-handed and right-handed to rotation angle, the direction of forward route or return route to the origin, the direction of increment or decrement to rotation angle, in each coordinate system of the rotation angle. The coordinate systems includes the rotation angle and rotation torque coordinate system of the steering wheel or/and the directive wheel. In the process of tire burst of vehicle, the direction determination of rotation torque and rotation angle, the tire burst rotation torque and steering assistant moment of steering wheel or/and directive wheel are determined according to a special defined coordinate system and a combination of calibration for parameters directions. The coordinate systems constitutes as basis of moment measurement and direction determination of active steering driving device. Determination mode of steering wheel angle: rotation angle modes are used. It is established that more relative angle coordinate systems set on absolute coordinate system of vehicle and set on the transfer shaft of the steering system. The direction of rotation angle of steering wheel or/and directive wheel, and direction of their changes of increment and decrement are characterized by positive (+) and negative (−) of mathematical symbols, from this, the judging direction of steering wheel or/and directive wheel are established by the logic combination of mathematics symbols (+), (−) and the judgment logic of their combination. The combination of mathematical logic includes: first, the combination of mathematical logic, positive (+) and negative (−) of mathematical symbols and their changes can be used for direction judgement of all kinds of rotation angles and rotation torque of steering system under normal and tire burst working conditions. Second, the combination of positive and negative (−) of mathematical symbols and their changes can be used for the direction determination of all kinds of angle and torque under tire burst working condition. The direction determination of steering wheel or/and directive wheel system can also be applied for direction judgement in changing caused by structure damage of vehicle running system and serious deformation of ground. 
     6). Information Communication and Data Transmission 
     Information communication and data transmission. Under normal and tire burst environments can be used by vehicles of chemical or electric driving, and driven by man and driverless vehicles. Vehicle data network bus is a local area network. In the local area network, topological structure of Controller Area Network (CAN) is bus type. Data, address and control bus are set up. Bus of CPU, local area, system and communication are set up. When tire burst control system and subsystem of vehicle are designed by non-integration, it is adopted that vehicle local area network bus which includes CAN bus, Local Internet Connection Network (LIN) bus. Local Internet Connection Network (LIN) bus is used for distributed electric control system of vehicle, such as digital communication systems of tire burst controller, intelligent sensor and actuator. According to the structure and type of tire burst control system, the on-board network bus of the system adopts fault detection bus, safety and new X-by-wire bus which includes line controlled power steering, active steering (Steer-by-wire), brake-by-wire control (Brake-by-wire) of electronically hydraulic or electronically machinery and engine throttle and fuel injection (Throttle-by-wire) under normal and 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 the high frequency control of tire burst braking and steering, the conversion of high dynamic control mode and high dynamic response, the control system of tire burst electric control or wire-controlled braking, the tire burst wire-controlled steering and the tire burst throttle telex control are constituted to suit and meet the special environment and conditions of tire burst. The data transmission and communication of information for tire burst control system that include tire burst and no tire burst information unit, the main controller, controller and the execution unit are realized by vehicle network bust, vehicle network of traffic, physical wiring for integration design system. 
     7). Distance Detection Between Two Vehicles and Environment Identification 
     (1). Distance detection between two vehicles is used for driven by man or driverless vehicles. 
     i. Type 1. Vehicle distance detection mode of electromagnetic radar, laser radar and ultrasound. Based on the emission, reflection and state characteristics of physical waves, a mathematical model is established to determine the distance L ti  and relative speed u c  between front vehicles and rear vehicles, or/and the time zone t ai  of collision avoidance. The parameter L ti , u c  and t ai  are a basic parameter of anti-collision control of brake and drive for tire burst vehicle. First, radar distance monitoring. Electromagnetic radar including millimeter wave beams may be used. Wave beam are transmitted by antenna. The reflected echo is received, and is input receiving module, and it is processed by mixing and amplifying. Based on beat and frequency difference signals and vehicle speed signals, the distance between front and rear vehicles, and their relative speed u c  are determined by processing module. The time zone t ai  is calculated by mathematical formula with modeling parameters of L ti  and u c . The t ai  can be determined by ratio of the parameters L ti , and u c . Type 2. Ultrasound distance measurement. The detection adopts a coordinated control mode of ultrasonic ranging and self-adaptive tire burst control for front and rear vehicles. Setting detection distance of ultrasonic ranging sensor, the braking distance and relative speed between the vehicle and the rear vehicle are not limited by control of the tire-burst vehicle in safe distance. Beyond the safe distance between the vehicle and front or rear vehicle, the rear vehicle enters detection distance of ultrasonic ranging sensor of the vehicle, the distance between the tire-burst vehicle and the rear vehicle is controlled by the tire-burst vehicle according to the driver&#39;s preview model and the distance control model to rear vehicle. When the rear vehicle enters the range of the ultrasonic monitoring distance of the tire-burst vehicle, the ultrasonic distance monitor of the tire-burst vehicle enters a effective working state. According to the receiving program, the ultrasonic distance monitor of the tire-burst vehicle determines pointing angle of ultrasonic beam, and uses the combination of multiple ultrasonic sensors and specific ultrasonic triggers, to obtain detection signal. The data of signal detected by each sensor is processed. The distance t ai  between front and rear vehicles, and the relative speed u c  are determined. The dangerous time zone t ai  is calculated. The coordinated control of collision prevention of front and rear vehicles is carried out according to time zone t ai . 
     ii. Machine vision distance monitoring. Vehicle distance monitoring uses common or/and infrared machine vision which include monocular or multi-eye vision, color image and stereo vision detection. A mode, models and algorithms for simulating human eyes are established. Based on color image graying, image binaryzation, edge detection, image smoothing, Open CV digital image processing of morphological operation and region growth, and vehicle detection method (Adoboost) on the basis of shadow feature, the distance measurement is realized by model and algorithm of vision ranging of computer and Open CV of camera. The characteristic signal is extract quickly by the images, and the vehicle distance from the camera sensor to other vehicle is determined by a certain algorithm of visual information processing in real time. The relative vehicle speed u c  is determined by parameters and its change of the vehicle speed, acceleration and deceleration speed, relative distance L t  of vehicles. 
     iii. Vehicles information commutation way (VICW). An interactive distance monitoring system of vehicle is used for transmitting and receiving of data by radio frequency transceiver. 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 equation is formed by more than three satellite signals and the distance formula in three-dimensional coordinates, to solve three-dimensional coordinates X, Y and Z 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. The identified object is identified actively by space coupling of radio frequency signal RFID, coupling of inductance or electromagnetic signal, and transmission characteristics of signal reflection. The radio frequency transceiver module 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 the vehicles. Data processing module of the monitoring system obtains the intercommunication information of surrounding vehicles. Using corresponding model and algorithm, the data processing module of the monitoring system (VICW) can process dynamically the longitude and latitude position data of the vehicle and the surrounding vehicles at real-time. The data processing module can obtain the vehicle moving distance indicated by latitude and longitude degree coordinate based on positioning of satellite within scanning period T of latitude and longitude, to determine speed of vehicles, distance between the front vehicle and back vehicle and relative speed of vehicles. The latitude and longitude coordinate variations of the vehicle position in same direction and opposite direction is determined by judgment model of same direction and opposite direction of the vehicle. The running direction of the vehicle is judged by the longitude and latitude information matrix of vehicle at multiple time, to obtain relative running direction of the vehicle and surrounding vehicles, and orientation of surrounding vehicles which is located in front and rear of the vehicle. According to the longitude and latitude coordinate and their change value of the front and rear vehicles that run same direction, the distance L ti  and relative speed u ci  between two vehicle are calculated by the model and algorithm of measured distance and measured speed for vehicle. Display and alarm module: the module displays information about detected distance between the vehicle and other vehicle in real-time, and output signal of the distance L ti  and relative speed u c  between two vehicles and front vehicle or rear vehicle in real-time. Display and alarm module display detection distance information of between two vehicles in real time. Audible and visual alarming are realized by buzzer and LED. A threshold model is set by modeling parameters including distance L ti  from the vehicle to the front and rear vehicle and the anti-collision time zone t ai . When t ai  reaches set threshold value, the anti-collision signal i h  is sent out. The signal i h  is divided into two routes, one way of signal i h  enters acousto-optic alarm device, and other way of signal i h  is put in data bus CAN of vehicle. The tire burst controllers that include main control, braking and driving controller obtains detection signals of relevant parameters L ti , u c , t ai  and i h  from data bus CAN in real-time. 
     (2). Environmental recognition. Environmental recognition which include recognition of road traffic state, object locating, location distribution of objects and locating distance of objects is used for driverless vehicle. The one of following identification systems or their combination is set. 
     i. Radar, Laser radar or ultrasonic ranging. ii. Machine vision, positioning and ranging. The ordinary optical machines and infrared machines are used for distance detection of machine vision. The detection mode of monocular, multi-visual, color image and stereo vision are used. The feature signals are extracted quickly from captured images, and information processing of vision, image and video is completed by certain models and algorithms. The location and distribution of road, vehicles, obstacles and traffic conditions are determined to realize locating and navigation of vehicle, target recognition and path tracking of vehicle. Locating, navigation and path tracking of vehicle of driverless vehicle are determined by structuring and matching of satellite positioning, inertial navigation, electronic map, real-time map, dead reckoning, road state and running state of vehicle. iii. Intelligent vehicle network of road traffic (IVNRT) is constructed. Road traffic information, surrounding environment information of vehicle, condition and information of running state among running vehicles are acquired and released by IVNRT, to realize communication among the vehicles and surrounding vehicles. A controller of IVNRT and a networked controller of vehicle are set up. Based on structure of intelligent vehicle network, the network and networked vehicles can communicate each other by wireless digital transmission and data processing module set by controller. Networked control of vehicle includes vehicle-borne wireless digital transmission and data processing control. It is set Submodules of digital receiving and transmitting, machine vision positioning and ranging, mobile communication, global satellite positioning navigation and navigation systems, 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 intelligent vehicle network. Based on intelligent vehicle network and global positioning system, the lane line and orientation of vehicle, driving and running state of the vehicle, path tracking of the vehicle, the distance from the vehicle to other vehicles and obstacles, running states of the vehicle, front vehicle and rear vehicle of the central control system of driverless vehicle can be determined by means of geodetic coordinates, view coordinates and positioning map. These state information of the vehicle and peripheral vehicle include vehicle speed, relative vehicle speed, vehicle structure, driving or braking status of vehicle, tire burst and non-tire burst status of vehicle, tire burst control status, path tracking of the vehicle. First, for networked vehicles, the digital transmission module set by networked controller can obtain relevant datum of structural, running state parameter of the vehicle from the main controller of the driverless vehicle or driven by man vehicle, which includes the datum of state and control parameter of tire burst and process parameter of tire burst. These datum are processed by data processing module and are transmitted by data transmission module. The digital information of tire blowout vehicle is transmitted by mobile communication chip of data transmission module of the intelligent road traffic network. The relevant datum of tire burst vehicle are processed by intelligent vehicle network (IVNRT), then it are released to the surrounding networked vehicles by the network data module of IVNRT. Second. For networked vehicles, the digital transmission module set by controller receives traffic information of passing road by means of the network of networked vehicle, which includes information of traffic lights, signs and road condition, information of location, 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 value of parameters and datum, during each detection and control cycle of tire burst vehicle. Third. The wireless digital transmission module set by controller of intelligent vehicle network of road traffic (IVNRT) may accept the request of information inquiry and navigation of vehicles. 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, data transmission module set by networked vehicle can query relevant information of other networked vehicle passing through surrounding road with the wireless digital transmission module, so as to realize the wireless digital transmission and information exchange between the vehicle and vehicles of passing through the surrounding road, which include the running environment, road traffic and driving status information of vehicles. 
     8). Vehicle Tire Burst Control by Manual Key 
     Vehicle tire burst control use tire burst control by manual key. The control key adopts mode of multiple key position or/and many times key control in a certain period to determine set type of manual key position. The control key includes knob key and press key. Two key positions of “standby” and “off” of control key are set. Assigning values to the logic states U g  and U f  of the two key positions, the high and low level or the number can be used as identification of U g  and U f . The master controller or the electronic control unit set by master controller can identify logic state, change of the logic or change of opening and closing of the two key position by data bus. When the key position of “standby” and “closing” changes, the logic state signals i g  and i f  are output. When vehicle control system is exerted by electricity, the tire burst controller of the system is reset or cleared to 0. The logic state of the RCC control key position U g  and U f  is determined by key position of “standby” or “off” of control key. When the key position is in the “off” state, the display lamp set in background of the key position will be on, until the manual operation of the knob or the key is implemented, to transfer it to the “standby” state of key position, thus the background display lamp will be off. During vehicle running, control key of RCC shall always be placed in the key position of “standby”. The mutual transfer of the two key positions is a compatibility control between active control of tire burst of the system and manual key operation control. The control logic of the manual key operation is taken as priority, and it covers the active control logic of the tire burst controller of the system. 
     9). Tire Burst Master Control Program or Software and Electronic Control Unit (ECU) 
     (1). Computer Control Program or Software. 
     Master control program or software for tire burst of vehicle. According to control structure and process of tire burst master controller, a mode, model and algorithm of tire burst master control, a structured program design is adopted, to form tire burst master control programs or software which include program modules of tire burst information collecting and processing, parameters calculation, tire burst mode identification, tire burst judgment, tire burst control entering and exiting of tire burst control, control mode conversion, distance detection and environment identification, information communication and data transmission, tire burst direction determination, manual operation control, or/and networking control procedure of vehicle. 
     (2). Computer and Electronic Control Unit (ECU) 
     The main control electronic control unit (ECU) and the electronic control unit (ECU) of each controller are set for vehicle driven by man, and the central control computer and the electronic control unit (ECU) of each controller are set for the driverless vehicle, in which the central control computer mainly includes the operating system and the central processing unit. Computer and each electronic control unit (ECU) adopt the data bus for data transmission. The central control computer, the main control electronic control unit and the electronic control unit of each controller are equipped with physical wire control application interface for mutual communication. 
     i. The electronic control unit (ECU) is mainly composed of input, micro controller (MCU), chip, minimum peripheral circuit of MCU, output and regulated power supply module. Microcontroller MCU mainly includes microcomputer system and application specific integrated circuits(ASIC) chip. MCU is mainly composed of central process unit (CPU), timer, universal serial bus (USB) that includes data, address, control bus, UART, RAM, RDM, or/and conversion circuit. ECU sets reset, initialization, interrupt, addressing, displacement, storage, communication, data processing (arithmetic and logic operation) and other working procedures. Special core mainly includes: CPU of central microprocessor, sensor, storage, logic, RF, wake-up, power chip, navigation and positioning of GPS or Beidou, intelligent vehicle network data transmission and processing chip. 
     ii. The electronic control unit (ECU) is mainly equipped with input, data acquisition and signal processing, communication, data processing and control, monitoring, driving and output control modules. The electronic control unit (ECU) mainly includes modules for three types. One is mainly composed of electronic components, subassembly and circuits; the other is mainly composed of important electronic components, components, special chips and minimization peripheral circuit. The special chip is composed of large-scale integrated circuit, which can be combined and transformed, named separately, and can complete program statements with certain functions independently, and set input and output interface, and have program code and data structure; its external features is to realize information communication and data transmission by interface inside and outside of module ; its internal characteristics is module program code and data structure; the third of types, it is composed of electronic components, subassembly, special chips, micro controller (MCU), minimum peripheral circuit and power sup 
     iii. The electronic control unit (ECU) adopts the redundancy design of fault-tolerant control. The electronic control unit, especially the electronic control unit of drive-by-wire system that includes distributed wire control system needs to add the central control chip and special fault-tolerant processing software for fault-tolerant control. The ECU is equipped with a monitor to detect the signals that may lead to errors, failures and generating error detection codes. According to the processing of generating code, its failure is controlled. ECU sets two-way microprocessors, to monitor the system by two-way communication. Or, ECU uses two sets of identical microprocessors, and runs according to the same program, to ensure system security through redundant operation. 
     iv. Electronic control unit of the system controller may adopt the standard modular design that mainly including longitudinal and horizontal series of modules. The hardware parts and software parts of the control unit are decomposed into a series of standard modules according to the function or/and structure, and the standard modules are combined according to the actual needs. The modules have following basic attributes: interface, function, logic and state. The function, state and interface reflect the external characteristics of the module, and the logic reflects the internal characteristics of the module. 
     2. Tire Burst Brake Control And Controller 
     1) Tire Burst Brake Control System 
     A tire burst safety and stability control system which is based on the vehicle braking, driving, steering, engine or electric vehicle power output control or suspension control can achieve vehicle tire burst control. The system adopts tire burst brake control with independent control characteristics, and it can be used as chemical energy drive and electric drive control vehicles, manned and driverless vehicles. When tire burst control entry signal i a  arrives, the engine or electric vehicle drive device stops its output, and the normal condition brake control of vehicle is stopped, and the tire burst brake control is started. 
     (1). Control parameters and control variables of braking in process of vehicle tire burst. Under normal working conditions, the brake controller mainly provides balanced braking force to the whole vehicle. Therefore, the braking force Q i  for each wheel is acted as control variable, and the motion state of the vehicle is regulated by the braking force Q i . Under the condition of tire burst, the control characteristic of vehicle changes. Based on unstable state of the vehicle, the tire burst brake controller regulates instability of the vehicle by means of differential braking to wheelset. Based on the purpose of tire burst braking control, tire burst braking controller uses parameters of wheel angle deceleration {dot over (ω)} i  and slip rate S i  as control variables, and adjust braking force Q i  of each wheel by using parameters of deceleration {dot over (ω)} i  and slip rate S i , to control directly vehicle instability by changing of wheel state characteristics which is indicated by {dot over (ω)} i  or S i . The {dot over (ω)} i  and S i  used for control variables is determined by the unbalanced braking control characteristics of tire burst stability control. Using {dot over (ω)} i  and S i  as control variables, the transfer chain of braking control is simplified, the dynamic response characteristic of braking of vehicle is improved, the transfer chain of braking control is shortened, the 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, the wheel braking force sensor set in the braking actuator may not be adopted. 
     (2). Braking Control Mode And Type 
     i. The determination of braking control period H h  for tire burst. According to state process of tire burst, requirement of braking control characteristic and response characteristic of braking actuator to control signal, the braking control period H h  is determined. The H 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 of electronically controlled hydraulic brake device or electronically controlled mechanical brake device. The H h  is a value set by controller, or . The H h  is dynamic value set by controller. The dynamic value of H h  is determined by mathematical model with the state parameters of wheel and vehicle. It includes that the mathematical mode of H h  can be a function of tire pressure and its change rate: 
         H   h   =f ( {dot over (p)}   ra   , H   h0 ),  H   h   =f ( e ({dot over (ω)} e ),  H   h0 )    H   h   =f ( H   h0   , ė   ωr ( t ))
 
     According to the requirements of anti-collision control for vehicle, the anti-collision control period H t  for vehicle is set. The values of H h  and H t  are the same or different. The braking control period H h  can be as period of logic cycle of braking control combination. Based on tire burst state, control stage and time zones t ai  of anti-collision control for tire burst vehicle, the corresponding logic cycle of braking control combination is implemented based on the control cycle H h . A mode or type of wheel steady braking A control, vehicle steady state C control, balanced braking B control of each wheel and total braking force D control of all wheel are adopted by related modeling parameter. These control mode is referred as braking A, B, C and D control modes. In each braking control period H h , a group of braking A, C, B or D control and its logic cycle of combination control are executed. In each logic cycle of H h , a control combination can be repeated, or can also be converted into another a control combination. 
     ii. Based on vehicle motion equation of one or more freedom, vehicle longitudinal and lateral mechanics equation, vehicle yaw moment equation and wheel rotation equation, and tire model of wheel, it include: 
       Σ i=1   4   F   xi   =m{dot over (u)}   x   , M=Σ   l=1   4   F   xi   L, F   xi   =f  ( S   i   , N   zi   , μ   i   , R   i ),  J   i {dot over (ω)} i   =F   xi   R   i   −Q   i  
 
     A relationship model between braking force Q i  and state parameters of angle acceleration, deceleration {dot over (ω)} i , slip rate S i  of each wheel is established. The quantitative relationship between the control variables Q i  and other control variables {dot over (ω)} i  and S i  is determined, to realize the conversion of the control variables from Q i  to {dot over (ω)} i  or/and S i . The F xi , {dot over (u)} x , L and J i  in the formulas is respectively wheel force exerted by the ground, the longitudinal acceleration of the vehicle, the distance from the wheel to mass center via longitudinal axis and the moment inertia of vehicle. In the independent control of A, B, C and D, or/and the control of their logical combination, the mathematical models of the relationship between one of control variables ω i , {dot over (ω)} i  S i  and parameters including α i , N zi , μ i , G ri  R i  are established under action of braking force Q i  of each wheel. The models include: 
       {dot over (ω)} i   =f ( Q   i   , α   i   , N   zi , μ i   , R   i  )
 
         S   i   =f ( Q   i , α i   , N   zi , μ i   , G   ri   , R   i  )
 
     In the formulas, the α i ,N zi ,μ i ,G ri  and R i  is respectively sideslip angle, load, friction coefficient, stiffness of wheel and effective rotation radius of wheel. Other letters have same meaning as those mentioned above. Based on vehicle motion equation of one or more freedom, vehicle longitudinal and lateral mechanics equation, vehicle yaw moment equation, wheel rotation equation and tire model of wheel, the logic combination of brake A, C, B or/and D control model are determined, according to state process of wheel tire burst and wheel stability, vehicle stability and vehicle attitude, or/and real-time change point and change value of relating parameters. Under certain state conditions of tire burst, the combination rules of control logic are as follows. Rule 1. The logic relationship of logical sum to two kinds of control model or type. The logic relationship is represented by sign “∪”. For example, B∪C denotes simultaneous execution to two control types which include braking B and C control. B∪C is algebraic sum of two control values B and C. The rule of logic combination is unconditional logic combination. If there is not substitution of other control logic, the logic control state will be maintained. Rule 2. The logic relationship of substitution and control conflict each other between two kinds of control model or type. The logical combination based on the rules is conditional logic combination. The logic relationship of substitution is represented by the logical symbol “⊂”. The right side control model or type can be replaced by the left side control model. The one of conditions is that control model or type on the right side takes precedence. For example, A⊂B denotes that B can be replaced by A under certain conditions. Namely, the left side control model or type can cove the control model or type of right side. The A⊂C logic for a wheel control is expressed as follows: first, C control is executed, and then A control is executed. When the control condition of A is reached, C control is changed to A control, or A control replaces C control. According to change point of normal condition, tire burst condition and control periods, or when the change value of brake control reaches a certain condition or threshold value, the substitution or conversion of logic combination control is realized or is completed at real-time. Rule 3. The logical relation of conditional sequential execution of each logic and logic combination. The logical relation is expressed by sign “←”. Whether the right side control is completed or not, when the set conditions are met, the left side control or control logic combination is executed on the direction of arrow. The symbol “←” expresses conditional control execution order of the upper and lower or equal logical relation. In upper and lower position logical relations, the logical combination of A, C, or/and B control is represented by symbol (E), the control form includes D←(E). The D←(E) indicates that D control can be implemented only under certain conditions of which logical combination of (E), namely logical combination of A control and C control has be completed. The one of representations of allelic logical relations includes N←(B); the N represents A control, C control and their combination control types in allelic logical relations. For example, control logic combination B←A∪C shows that B control can be executed only when certain conditions are reached, regardless of whether A∪C has been executed or not. The logic combination stipulates that the control quantity of unselected control type is 0. The form of logic combination include a single control type of A, C or B, and also includes A∪C, C∪A, D←A∪C, D←(E) type or mode. The control logic conversion is realized when the corresponding converting signals of tire burst brake control arrives. 
     iii. The controlling object of brake A control is all wheels. 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 of releasing brake force or decreasing brake force of tire burst wheel. In the mode of decreasing brake force, the angle deceleration {dot over (ω)} i  or/and slip rate S i  are taken as control variables, and braking force Q i  is taken as parameter variables. The values of control variable {dot over (ω)} i  or/and S 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. 
     iv. The controlling object of brake B control is all wheels. The balance braking forces of each wheel are involved in the longitudinal control (DEB) of wheels. Defining of balanced wheelset: each tire force 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 {dot over (ω)} i  and slip rate S 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)} i  and S 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)} b , S b  and Q b  is distributed between two axles by mathematical model with one of state parameters {dot over (ω)} i , S i  of two-wheel and load of front and rear axles. The control variables {dot over (ω)} i  and S i  of two-wheel to front and rear axles are allocated according to the equal or equivalent model. Among them, the values of comprehensive control variables {dot over (ω)} b , S b  and Q b  are determined by average or weighted average algorithm of values of {dot over (ω)} i , S i  of each wheel. 
     v. The control object of tire burst braking C control is all wheels. The braking C control involves a most dangerous and most difficult control to tire burst under running states of straight line and steering of vehicle. The brake C control is based on state process for tire burst. The additional yaw moment M u  produced by unbalanced braking moment of differential braking of wheelset are used for balancing yaw moment M u  of tire burst, to control insufficient or excessive steering of vehicle in tire burst. The distribution of additional yaw moment M u  to wheels adopts the parameter forms of angle deceleration {dot over (ω)} i , slip rate S i  or braking force Q i  of each wheel. The distribution of additional yaw moment M u  of control variable {dot over (ω)} i  and S i  have better control characteristics than the characteristics of parameter Q i . The control mode of braking C control is as follows. 
     First, stability control of tire burst yaw moment and additional yaw moment of vehicle. Longitudinal tire force is generated by differential braking force of each wheel of the vehicle. The additional yaw moment M u  is formed by moment of tire force to vehicle mass center. The tire burst yaw moment M u ′ is balanced with additional yaw moment M u  which can restores stable running state of the vehicle, to realize stability control of vehicle. Brake C control is based on dynamics equations of wheel and vehicle in straight running and steering of vehicle. Under normal and tire burst conditions, the stability control modes, models and algorithms of vehicle are established by modeling parameters which include motion, steering mechanics of wheel and motion state parameters of vehicle; models and ways of theoretical, experimental or empirical modeling are used. Or analytical formulas of mathematics are transformed into state space expressions. Under normal and tire burst conditions, the ideal and actual values of vehicle yaw angle velocity ω r , sideslip angle β, longitudinal deceleration a x  or/and lateral acceleration a y  of yaw control model for vehicle braking are determined by vehicle model and parameter values of sensor detection. The deviation between the ideal and actual values of the parameters is defined: 
         e   ω     r   ( t )=ω r1 −ω r2   , e   β ( t )=β 1 −β 2  
 
     Under condition of tire burst, the additional yaw moment M u  of brake C control takes e ω     r   (t) and e β (t) as the main variables, and takes u x , a x , a y  as parametric variable. A mathematical model of additional yaw moment M u  for tire burst is established: 
         M   u  ( P   ra   , u   x   , δ, e   ω     r   ( t ),  e   β ( t ),  e (ω e ),  e  ({dot over (ω)} e ), a x , a y , μ i )
 
     In the model, the P ra  is tire pressure, the u x  is vehicle speed, the δ is rotation angle of steering wheel, the e(ω e ) and ({dot over (ω)} e ) are equivalent relative angle velocity deviation, angle acceleration or deceleration deviation of two wheels of balance wheelset, the a x  and a y  are longitudinal and lateral acceleration of vehicle and the μ i  is the friction coefficient. The tire pressure P ra  or the equivalent relative slip rate deviation e(S e ) can be interchanged with equivalent relative angle deceleration deviation e({dot over (ω)} e ). On this basis, the basic formula of the optimal additional yaw moment M u  includes: 
         M   u   =k   1 ( e (ω e ),  e ({dot over (ω)} e )) e   ω     r   ( t )− k   2  ( e (ω e ),  e ({dot over (ω)} e )) e   β ( t ) or
 
         M   u   =k   1 ( P   r ) e   ω     r   ( t )− k   2 ( P   r ) e   62  ( t )
 
     In the formula, k 1 (e(ω e ), e({dot over (ω)} e )) or/and k 2 (e(ω e ), e({dot over (ω)} e )), k 1 (P r ) or/and k 2  (P r ) are the feedback variables or parameter variables of tire burst state of vehicle, in which e(S e ) can be interchanged with e({dot over (ω)} e ). In view of the control coupling between the yaw angle speed ω r  and the centroid sideslip angle β of vehicle, it is difficult to achieve ideal yaw angle speed ω r  and ideal centroid sideslip angle β at the same time. The optimal additional yaw moment M u  can be determined by using control algorithm of modern control theory. One of the algorithms is to design an infinite time state observer based on LQR theory, to determine the optimal additional yaw moment M u . When equivalent model and algorithm are used, the modified model, model and algorithm of additional yaw moment M u , which include parameter feedback correction, time lag correction, tire burst impact correction, separation correction of wheel and rim, touchdown correction of rim, clamping correction and tire burst comprehensive modified mode, are adopted. 
     Second. A vehicle stability control model is established by modeling parameters of yaw angle velocity deviation e ω     r   (t), sideslip angle deviation e β (t) of vehicle quality center, equivalent relative angle velocity deviation e(ω e ) of tire burst wheel, longitudinal deceleration a x  and lateral acceleration and deceleration a y  of vehicle, to determine distribution model of additional yaw moment M u  to wheels. Defining concept of yaw control wheel: the wheel which can generate additional yaw moment M u  by longitudinal differential braking of wheelset is called yaw control wheel. The additional yaw moment M u  determined by tire force of yaw control wheel is a function of parameters which include angle acceleration and deceleration {dot over (ω)} i  slip S i , ground friction coefficient μ i  and wheel load N zi . Using parameter {dot over (ω)} i  or S i  as equivalent or equivalent form of parameter Q i , the torque produced by longitudinal tire force of wheel to vehicle mass center is determined under differential braking force Q i . The danger degree and control difficulty caused by tire burst in steering of vehicle are very high. Under tire burst condition, the longitudinal slip rate S i  and adhesion state caused by differential braking of yaw control wheel are changed, and the lateral adhesion coefficient of front and rear axles are changed, and lateral tire force and the lateral sideslip angle of wheel are changed, and steering characteristics of vehicle are changed, to result reemergence of vehicle understeer or oversteer caused by braking in vehicle steering process. A special mode and model of distribution and control of the additional yaw moment M u  to wheels, which is called steering brake model, is adopted by the yaw control wheel in steering process. In braking process, the additional yaw moment M u  includes additional yaw moment M ur  produced by longitudinal braking of wheels and additional yaw moment M n  produced by steering in braking . The M ur  is abbreviated as the additional yaw moment of longitudinal braking. The wheels of which produces M ur  are called yaw control wheels. The wheel of which get a larger value of M ur  in several yaw control wheels is known as efficiency yaw control wheel. The M n  is called additional yaw moment of steering in braking process. The M n  is a kind of yaw moment which is different from M ur . Producing of yaw moment M n  relates to the change of lateral adhesion state or coefficient adhesion caused by the slip rate change of wheels of front and rear axle under longitudinal braking force of vehicle. During the process of steering of vehicle and braking of wheel in same time, the longitudinal slip rate of wheels, the lateral adhesion coefficient of wheels, the adhesion state of wheels and the lateral tire force of the front and rear axles are changed, to cause producing of a yaw moment M n . The M n  is formed under conditions produced by a deviation of yaw moment of front and rear axles to mass center of the vehicle. Under the action of yaw moment M n , the wheels sideslip angle of front and rear axle to the longitudinal axis of vehicle mass center are changed, to result producing of another new insufficient or excessive steering of the vehicle. Under the action of longitudinal braking force, the yaw moment M n  is determined by the mathematical model with modeling parameters of the side slip angle deviation of wheels to front and rear axle. The M n  is an incremental function with increment of yaw moment deviation of front and rear axles to vehicle mass center. The direction of M n  is same or opposite to direction of M u . Additional yaw moment M u  of vehicle is vector sum of additional yaw moment M ur  produced by wheel longitudinal braking and additional yaw moment M n  produced by braking in vehicle steering process: 
     
       
      
       M 
       u 
       =M 
       ur 
       +M 
       n  
      
     
     The direction of M n  and M ur , namely, rotation direction of left or right-handed of vehicle, is represented by mathematical symbols “+” or “−”. When the direction of M n  is same as direction of M ur , the maximum value of M u  is obtained, that is, under condition of additional yaw moment M ur  produced by the minimum longitudinal differential braking force, the M u  can balance with the tire burst yaw moment M u ′. Under the combined action of M ur  and M n , the vehicle stability control has better longitudinal and lateral dynamic characteristics which including slip state and attachment state of wheel, longitudinal and transverse tire force of wheel, yaw characteristics and frequency response characteristics of wheel. When yaw control wheel is efficiency yaw control wheel at the same time, tire burst vehicle can obtain maximum efficiency yaw moment M ur  which can realize the stability control under condition exerted by the minimum differential braking force to two wheels. 
     Third, distribution of each wheel of additional yaw moment M u  that restores vehicle stability. The vehicle of symmetrical distribution of four wheels is referred to as four-wheeled vehicle. The rotation direction of yaw control wheel, efficiency yaw control wheel and yaw moment M n  can be determined by position of where the tire burst wheel located in the front, rear, left or right of vehicle, and direction of rotation angle of steering wheel, positive or/and negative of yaw angle velocity deviation of vehicle and insufficiency and excessive steering of vehicle. Selection of yaw control wheels. Mode 1: the wheels of which opposite side to tire burst wheel location of vehicle is yaw control wheels. Mode 2: the direction of additional yaw moment M u  can be determined by positive (+) and negative (−) of yaw angle velocity deviation; from this, yaw control wheels can be determined by the direction of the M u . Mode 3: according to model and definition of efficiency additional yaw moment, and based on direction judgment of yaw moment M n  or judgment of positive and negative value of yaw moment M n , under condition of which yaw control wheels are exerted same braking force, the wheel that higher value of additional yaw moment M u  can be obtained in yaw control is efficiency yaw control wheel. For vehicle of four-wheel symmetric distribution, the number of yaw control wheels is two; it includes wheels which are located in opposite to side of the tire burst wheel. In the steering process, the outer side wheels of vehicle are yaw control wheel while the inner wheel get tire burst; the inner wheels of vehicle are the yaw control wheels while the outer side wheels get tire burst. The non-yaw control wheel includes one tire burst wheel and one wheel which can produce yaw moment of same direction as the tire burst yaw moment M u ′ under differential braking. 
     Fourth. Distribution model of the additional yaw moment M u  to wheels adopts single-wheel, two-wheel or three-wheel model. Single wheel model. In straight line running state of vehicle, M  uk  equals M u , and M n  equals 0. In two wheels of yaw control, wheel born by larger load is selected as the efficient yaw control wheel, because the diameter of tire burst wheel reduces and the load of each wheel redistributes for tire burst vehicle. Under the condition of braking in steering, for wheel tire burst, steering and braking control model of vehicle is adopted: M u +M ur +M n . Under condition of which direction of M ur  and M n  of vehicle is same, the wheel borne larger load is efficiency yaw control wheel. Two-wheel model. In straight line running state of vehicle, The M uk  equals M u , and the M n  equals 0. The coordinated distribution model of two yaw control wheels is used, to determine distribution ratio of two yaw control wheel; a distribution model with modeling parameters of wheel load and rotation angle of steering wheels is established, according to weight ratio of two wheel loads. Under the condition of tire burst braking in steering, one of the front and rear axles is steering axle, and one of two yaw control wheels must be steering wheel. Based on allocation model of additional yaw moment M u  to wheels: M u =M ur +M under condition of which direction of additional yaw moment M u  including M ur  and M n  is determined, a coordinated distribution model of two yaw control wheels is established by coordinated modeling parameters which include M ur  and M n , longitudinal and lateral adhesion coefficient or friction coefficient of braking and steering wheels, the load M zi  and load transfer amount ΔM zi , rotation angle δ of steering wheel or rotation angle θ e  of directive wheel, Longitudinal brake slip rate S i  of two yaw-controlled wheels, side-slip angle of wheels during braking in steering, or lateral adhesion coefficient of wheels. According to a theoretical or empirical model of friction circle, a coordinated distribution model of two yaw control wheels is established by the longitudinal and transverse adhesion coefficient or friction coefficient of wheel during braking and in steering process. Based on the coordinated allocation model, the efficiency yaw control wheels and distribution of additional yaw moment M u  between two yaw control wheels is determined. Based on the braking friction circle model, a series of ideal values or limit values of longitudinal braking slip rate and side slip angle of yaw control wheels are determined by brake slip rate S i , steering wheel angle δ or directive wheel angle θ e  in steering and braking status process. Under the condition of keeping stable state of vehicle steering and braking wheels, yaw control wheels and distribution of additional yaw moment M u  between yaw control wheels are determined. Three wheel model. The three wheels are composed of two yaw control wheels and one non yaw control wheel; the distribution of additional yaw moment M u  of the two yaw control wheels are modeled according to the above two wheel model. According to the two wheel model, vehicle stability control under the condition of straight and no straight driving is realized. When braking force is exerted to no yaw control wheel, additional yaw moment M u  is determined by the sum of the yaw moment vectors of two yaw control wheels and one non yaw control wheel. One yaw control wheel and one non yaw control wheel can form a balanced wheelset, and the distributed braking force of two yaw control wheels of the balance wheelset is equal or unequal. Under brake control state of the straight line driving and steering of tire burst vehicle, when the balanced wheelset is a no tire burst wheelset, whether it is a steering wheelset or not, Logic combination C∪B of B control of balanced braking of wheels and C control of vehicle steady state it can be used by the balance wheelset. Under the condition of priority to meet the vehicle stability braking C control, the three wheel model can achieve the maximum braking force and the braking force of the burst braking C control is reduced. In the additional yaw moment M u  generated by the burst braking C control, the additional yaw moment M u ′ for tire burst is balanced by additional yaw moment M ur  generated by vehicle longitudinal braking, and compensate understeer or oversteer of vehicle by resulting of yaw moment M n . 
     vi. Total braking force D control for tire burst. The D control is used to control movement state expressed by deceleration {dot over (u)} x  of tire burst vehicle and comprehensive angle deceleration {dot over (ω)} d  of wheels. The braking D control uses one of deceleration {dot over (u)} x  of vehicle, comprehensive angle deceleration {dot over (ω)} d , comprehensive slip rate S d  and comprehensive braking force Q d  of wheel as control variables. The values of {dot over (ω)} d , S d  and Q d  are determined by average or weighted average algorithm of {dot over (ω)} i , S i  and Q i  of each wheel. The D control adopts forward or reverse direction control modes in transferring direction of control variable. In the forward mode, the target control values of {dot over (ω)} d  or S d  of each parameter form {dot over (ω)} i , S i  for total braking force D control are determined by the vehicle deceleration {dot over (u)} x ; one value of the parameters of {dot over (ω)} i , S i  and Q i  is allocated to each wheel, and the control logic combination may adopt (E)←D←{dot over (u)} x . In reverse mode, one of the parameters of angle deceleration {dot over (ω)} i , slip rate S i  and braking force Q i  is used as control variables, and the target control values or actual values of control values {dot over (ω)} dg  or S dg  of {dot over (ω)} i , or S i  for braking A, B and C control is determined. The control logic combination of {dot over (u)} x ←D←(E) is used, where E represents the logical combination of λ i  B and C control. 
     (3). Braking Control for Vehicle Tire Burst 
     i. Tire burst braking control adopts hierarchical coordinated control form. The upper level is the coordinated level and the lower level is the control level. The upper level determines control mode, model and logical combination of A, C, B and D control in the each braking control period H h  of logic cycle, as well as transformation rules and period H h  of each logical combination. The lower level of the control completes a sampling of relevant parameter signals of braking A, C, B, D control and their combination control once in each period H h , and completes datum processing, according to braking A, C, B, D control types and their logical combination, control model and algorithm. In the each braking control period H h , tire burst controller outputs control signals, to implement once allocation and adjustment of angle deceleration {dot over (ω)} i  or slip rate S i  of vehicle. 
     ii. In braking control, tire burst control adopts one of two modes when wheels enter steady-state control A. Mode 1. After completing a braking control mode, model and logic combination of this period H h , it enters a braking control of a new cycle H h+1 . Mode 2. The braking control in this period H h  is terminated immediately, and it enters a new control cycle H h+i  at the same time. In a new period, it adopted to control mode and model of anti-lock braking A control for non-burst tire wheels under normal conditions, or it adopted to steady-state braking A control for burst tire wheels under tire burst conditions; the original control logic combination of braking C, B and D control for burst tire wheels can be maintained, or a new control logic combination is adopted. 
     iii. A control mode, model and control logic combination are used, according to state process of tire burst, real-time change points and change values of the control parameters to wheel stability, vehicle stability, attitude or collision avoidance of vehicle as well as different stages or control times of tire burst braking control, a corresponding control mode, model and control logic combination are adopted. A stable deceleration and stability control of vehicle are achieved by logical cycle of control period H h . In brake A, C, B and D control independently or its logic combination control, it may be established to relational models between deceleration {dot over (ω)} i  and slip rate S i , or between braking force Q i  and state parameters {dot over (ω)} i , S i  of wheel, based on motion equation of multi freedoms for vehicle, longitudinal and lateral mechanical equation of vehicle, yaw control model of vehicle, the rotation equation of wheel and tire burst model. The quantitative relationship between control variables {dot over (ω)} i  and S i  or between S i  and Q i  can be determined, to realize conversion of the control variables. 
     iv. In the braking A, C, B and D independent control of or their logical combination control, if necessary, some relevant mathematical models between control variables including {dot over (ω)} i  and S i  and parameter variables including α i , N zi , μ i , G ri , R i  are established under condition of which wheels are exerted by braking force Q i . The relationship models or its equivalent models is used to determine function and influence of each parameter variable to its control variable. Among them, the α i , N zi ,μ i , G ri  and R i  are wheel sideslip angle, wheel load, ground friction coefficient, stiffness and effective rotation radius of wheel. In the logic cycle of control period H h  of braking A, C, B and D control, the parameter Δω i  is equivalent to the parameter {dot over (ω)} i  when the control period H h  is small. A mathematical model and algorithm of tire burst braking control are established by control variables which includes parameters {dot over (u)} x , {dot over (ω)} i  and S i . In the logic cycle of control period H h , the target control values and the allocation values of one of control variables {dot over (u)} x , {dot over (ω)} i  and S i  are determined by braking A, C, B or D control types and its logic combination in braking A, C, or B control. Where target control value of wheel comprehensive angle deceleration {dot over (ω)} d , comprehensive slip rate S d  in braking D control are determined by target control value of parameter {dot over (ω)} i  or S i  of braking A, C, or B control of wheels. 
     (4). The specific control mode adopted in tire burst braking control obviously improves the performance and quality of the control which include various dynamic characteristics, frequency response characteristics, control chain and control effect of the braking control, to adapt Independent braking control or collision avoidance coordinated control for abnormal state of vehicle under normal working, whole state process of control periods of low tire pressure, real tire burst, inflection point of tire burst, separation of tire and rim and. Angle deceleration {dot over (ω)} i  slip rate S i  of wheel and speed change rate {dot over (u)} x  of vehicle are taken as control variables in process of tire burst braking control. Through logical combination of braking A, C, B and D control types and their logic cycle of period H h , it is realized to steady state control of wheel, posture and stability control of vehicle which are consistent with the state process of tire burst, and the control objectives of longitudinal and yaw of tire burst vehicle is achieved, under the conditions about which the effective rolling radius, adhesion coefficient and load of tire burst wheel change sharply and deteriorates instantaneously of vehicle motion state. The tire burst braking control uses a control mode coordinated with controls of electronic throttle of engine, fuel injection and tire burst steering, or with output control of electric power vehicle. The tire burst braking control uses a control mode coordinated with steering of vehicle. A brake control of engine idling may be adopted in period from the arriving of tire burst control entering signal i a  to starting of tire burst braking control; brake control of engine idling exits according to the set conditions. The tire burst brake control uses many ways of exiting; when the tire burst brake control exit signal i b  arrives, the brake control of engine idling exit. For the vehicle driven by man or the driverless vehicle with the auxiliary manual operation interface, the exiting of tire burst brake control is realized by control of driving pedal. For vehicle of driverless vehicle, tire burst brake control exit when central master computer sends out the exiting command of tire burst brake control; tire burst brake control exit according to vehicle anti-collision coordination control requirements 
     2). Idling Brake Control, Brake Compatibility Control and Controller for Tire Burst Engine 
     Braking of tire burst vehicle adopts braking control of engine idle or/and braking compatibility control. Braking control of idle engine can be started-up in control period from early stage of tire burst control to the real burst time. The braking compatibility controls can be used as vehicles driven by man or driverless vehicle with manual assistant braking operation device, the former is referred to braking control of artificial compatibility, and the latter is referred to braking control of automatic compatibility. On the basis of environmental identification of tire burst vehicle, the compatible control of manual braking adopts self-adaptive control mode of tire burst braking. The braking process of tire burst vehicle is characterized by the parameters which include the comprehensive angle deceleration {dot over (ω)} d  or comprehensive slip rate S d  of wheels. The tire burst state is characterized by tire burst characteristic parameter γ. The comprehensive angle deceleration {dot over (ω)} d  and comprehensive slip rate S d  are determined by average algorithm or weighted average algorithm of parameter {dot over (ω)} i  or S i  for wheels. 
     (1). Engine Idle Brake Control and Controller 
     The vehicle set or not set the engine idle brake controller. According to tire burst state process, 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 b  arrives, or vehicle enters the collision risk time zone (t a ) of vehicle, or yaw angle rate deviation e ω     r   (t) of vehicle is greater than the set threshold value, or equivalent relative angle speed deviation e(ω e ) or the angle deceleration e({dot over (ω)} e ) deviation or slip rate deviation e(S e ) of driving axle wheelset reaches the set value or the threshold value is achieved, Namely, one or more of the above conditions is met, the engine idling brake exits. Before starting of the tire burst brake control, the engine brake control can be carried out, to adapt control of abnormal state of the vehicle during the time of overlap and interim between normal and tire burst conditions. 
     (2). Brake compatibility control of vehicle tire burst. According to separate or parallel operation state of tire burst active brake and pedal brake of vehicle, a compatibility mode of tire burst active brake control and anti-collision coordinated control of vehicle driven by fuel oil engine or electric engine 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 each control; output signal of brake control of the brake compatibility controller is not processed compatibly. When the tire burst active brake and the pedal brake, which hereinafter referred to as the two types of brake, are operated in parallel, the target control values of control variable including comprehensive angle deceleration {dot over (ω)} d ′ or comprehensive slip rate S d ′ of each wheel are determined by relationship models of {dot over (ω)} d ′ and S w ′, Q d ′ and S w ′, S d ′ and S′ w  under certain braking force, among, the S w ′ is displacement of the brake pedal. The deviation e Qd (t),e {dot over (ω)}d (t) or e sd (t) between the target control value of active braking force Q d , angle deceleration {dot over (ω)} d  or slip rate S d  and their actual values Q d ′,{dot over (ω)} d ′,S d ′ are defined: 
         e   sd ( t )= S   d   −S   d ′, e {dot over (ω)}d ( t )={dot over (ω)} d −{dot over (ω)} d′ 
 
     The control logic of brake compatibility is determined according to the positive (+) and negative (−) of deviation When the deviation is greater than zero, the comprehensive braking force Q da , comprehensive slip rate S da  and comprehensive angle deceleration {dot over (ω)} da  which are output by the brake compatibility controller are equal to its input values Q d . S d . (i) d . When the deviation is less than zero, one of the input parameters Q d ′,{dot over (ω)} d ′,S 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, active braking force deviation e Qd (t), angle deceleration deviation e {dot over (ω)}d (t) and the slip rate deviation e Sd (t) in the positive and negative stroke of the brake pedal of braking system: 
         S   da   =f ( e   Sd ( t ), γ), {dot over (ω)} da   =f ( e ({dot over (ω)} e ), γ)
 
     According to the model, brake compatibility controller processes to input parameter signals, from this, the output value of brake control is the output value processed by brake compatible controller. The modeling structure of the function model for brake compatibility control: the Q da , {dot over (ω)} da  and S da  are respectively increasing function of absolute value increment of deviation e Qd (t),e {dot over (ω)}d (t) or e Sd (t) in positive stroke, and are respectively decreasing function with absolute value decrement of deviation e Qd (t),e, bd (t) or e sd (t) in negative stroke. The asymmetric brake compatibility model is represented as : in the positive and negative stroke of the brake plate, the model has different structures; the deviation e Qd (t),e Sd (t),e {dot over (ω)}d (t) and the weight of the tire burst characteristic parameter γ in the positive stroke of the brake pedal is less than those in the negative stroke of the brake pedal, and the function value of the parameter in the positive stroke of the brake pedal is less than those of the parameter in the negative stroke of the brake pedal: 
     
       
         
           
             
               
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     According to the characteristics of the tire burst state, braking control period and anti-collision time zone, 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 ω     r   (t), the equivalent or non-equivalent relative angle speed deviation e(ω e ) or e(ω k ), angle deceleration speed deviation e({dot over (ω)} e ),e({dot over (ω)} k ) and the time zone t ai  of tire burst: 
       γ= f ( t   ai   , e   ω     r   ( t ),  e (ω e ),  e ({dot over (ω)} e ))
 
     The modeling structure of the tire burst characteristic parameter γ is determined: the parameter γ is a increasing function of increment to absolute value of e ω     r   (t), e(ω e ), e({dot over (ω)} e ), and the parameter γ is a increasing function of decrement to parameter t ai . The modeling structure of the brake compatibility control: the Q da , {dot over (ω)} da  and S da  respectively are the decreasing function with increment of γ. Based on the model, self-adaptive coordinated control by man and machine for parallel operating of pedal braking of brake system and the active braking of vehicle tire burst can be determined by the control variables Q da  and S da . After processing of brake compatibility, the control logic of wheel steady-state braking (A), balance braking (B), vehicle steady-state braking (C) and 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 the deviation e Qd (t), e Sd (t) or e {dot over (ω)}d (t) is negative, the input parameter signals of Q d , S d , or/and {dot over (ω)} d  of brake compatibility controller are processed compatibly by braking compatibility model with brake compatibility deviation e Qd (t),e Sd (t),e {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 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 for tire burst is its target control value Q da  or S da , that is, the compatibility control of brake is a control of zero deviation. 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 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 da , {dot over (ω)} da  or S da  and the characteristic parameter value γ for vehicle tire burst, the target control value of Q da , {dot over (ω)} da  or S da  is reduced, until the target control value of control variable Q d ′, {dot over (ω)} d ′ or S d ′ of the vehicle pedal braking is less than the target control value of control variable Q  d , {dot over (ω)} d  or S d  of the tire burst active brake, to realize a compatible self-adaption control of artificial pedal brake and active brake of tire burst. 
     (3). Compatible Control of Active Brake and Anti-Collision Coordinated Brake of Driverless Vehicle for Tire Burst 
     Based on environment identification of tire burst vehicle, the compatibility control mode of the active brake and the anti-collision brake of driverless vehicle to tire burst vehicle is established by one of modeling parameters which include total amount of braking force Q d1 , comprehensive angle deceleration {dot over (ω)} d1  of wheel and deceleration speed {dot over (u)} x1  of vehicle, and by one of modeling parameters including corresponding total amount of braking force Q d2 , comprehensive angle deceleration {dot over (ω)} d2  and comprehensive slip rate S d2  of wheel. According to separate or parallel operation state of two types of braking anti-collision and active brake of tire burst vehicle, a brake operation compatibility mode is used, to solve control conflict of two kinds of brake parallel operation. First, when the tire burst active braking or collision avoidance braking is carried separately, the operation of brake control of the two types does not conflict, and the control of tire burst active brake or anti-collision active brake can be carried independently. Second, in case of parallel operation of two types of braking, the braking compatibility control is determined by the following braking compatibility modes, according to the anti-collision coordination control mode and model. The brake compatibility controller takes one of parameters of the above two braking types as modeling parameter, to define the deviation e qd (t), e Sd (t) e {dot over (ω)}d (t) between the active braking parameters Q d1 , {dot over (ω)} d1 , S d1  and the coordinated braking parameters Q d2 , {dot over (ω)} d2 , S d2  of anti-collision for tire burst: 
         e   Sd ( t )= S   d1   −S   d2   , e   {dot over (ω)}d ( t )={dot over (ω)} d1 −{dot over (ω)} d2  
 
     The “larger” and “smaller” values of control parameters of two braking types are determined by the positive and negative deviation (+, −). The “larger” value is determined when the deviation is positive, and the “smaller” value is determined when the deviation is negative. The braking control parameters of two types of active brake of tire burst and anti-collision coordination control for vehicle are processed according to anti-collision control mode of the front vehicle and rear vehicle. When the braking control are in the time zone t ai  of collision safety, the brake compatibility controller takes braking type of the “larger” value as the braking compatibility control type. One of Q d1 ,{dot over (ω)} d1 ,S d1 ,{dot over (u)} x1  is acted as output of the braking compatibility controller. When the control of one of two brake types is in the collision risk or forbidden time zone t ai , the brake compatibility controller takes braking type of the “smaller ” value as the braking compatibility control type. One of the Q d2 , {dot over (ω)} d2 , S d2 , {dot over (u)} x2  is acted as output of brake compatibility controller. In parallel operation of the two types brake, the control conflict between the two brake types is solved to realize the compatibility control of active brake of tire burst and anti-collision brake of driverless vehicle. 
     3). Environment Identification and Anti-Collision Control (Referred to as Anti-Collision Control) and Controller. 
     (1). Coordinated control of tire burst and collision avoidance. Radar, lidar and ultrasonic ranging sensors are used. A certain algorithm is used to determine relative distance L t  through the doppler frequency difference between transmitting and receiving waves. Define the relative speed of the front and rear vehicles: in the actual traffic detection, the sampling control period H t  is set. In period H t  is very small, the relative speed u c  of the front and rear vehicles is determined by Δt and ΔL t , where u a  is absolute speed of the front vehicle: 
     
       
         
           
             
               
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     i. Self-adaption anti-collision control of vehicle. Based on environmental identification of the vehicle and rear vehicle, the anti-collision time zone t ai  is determined by relative distance L ti  and relative speed u c  between the vehicle and the rear vehicle. The t ai  is ratio of L ti  and u c . A anti-collision threshold model with the parameter t ai  of front vehicle and rear vehicle is established by anti-collision coordination controller for tire burst. Setting decreasing threshold set c ti  of the t ai , threshold values in set c ti  are a set values which include C t1 , C t2 , C t3  . . . C tn . Based on threshold model, the anti-collision time zone t ai  of the vehicle and front vehicle or/and rear vehicle is divided into safety, danger, forbidden, collision levels which include t a1 , t a2 , t a3  . . . t an . Setting judgement conditions for collision between the vehicle and the rear vehicle: t an =c 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)} x  is determined. In limited range of target control series values of vehicle, acceleration and deceleration {dot over (u)} x  of vehicle, the brake A,B,C control logic combination and its distribution to wheels are determined by parameter forms of angle deceleration {dot over (ω)} i  or slip ratio S i  of each wheel. In the cycle of period H h , the steady state braking C control of vehicle is used preferentially by changing of the A, B, C brake control logic combination which included C⊂B∪λ i  A⊂C, C⊂A, under conditions of transformation of logic combinations between differential braking and its distribution to each wheel. The angle deceleration {dot over (ω)} i  or slip rate S i  for braking B control orderly is decreased with decreasing of t ai  or c 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, all braking forces of each wheel are released, or drive control of vehicle is started, and the time zone t 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 the collision limit, namely, t ai =c tn . The coordinated control of collision avoidance, wheel and vehicle steady-state braking are realized. 
     ii, mutual adaptation anti-collision control for vehicle. The control is used for vehicles which be not equipped with distance detection system or only equipped with ultrasonic distance detection sensor. The controller of tire burst vehicle adopts a mutual adaptation control mode of steady-state braking and braking anti-colliding to rear vehicle. Based on experiment of driver&#39;s braking anti-collision, the driver&#39;s physiological response state to vehicle collision is determined. Based on the response state, a preview model of driver&#39;s braking anti-collision to tire burst front vehicle is established, and a braking coordination control model of the driver&#39;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. 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 carry on brake control, according to above two braking control model of collision avoiding of rear vehicle to tire burst front vehicle, to realize moderate braking of the tire burst vehicle. Based on the above two models, and brake A, B, C, D control logic combination and control cycle of period H h , the coordinate and moderate braking control used by the front vehicle for tire burst can 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 risk period of rear vehicle collide to front vehicle. 
     (2). Anti-collision control and controller for tire burst of vehicle driven by man. The vehicle anti-collision control in left and right direction adopts coordinated control mode, model and algorithm of braking, driving, rotation force of directive wheel or/and active steering. Based on rotation angle θ ea  of directive wheel determined by active steering system AFS of vehicle, an actuator of AFS is exerted by additional angle θ 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&#39;s operation is determined to compensate the vehicle&#39;s insufficient or excessive steering caused by the tire burst. The actual steering angle θ e  of directive wheel is vector sum of the steering angle θ ea  of directive wheel and the additional angle θ eb  of tire burst. In the active action of additional rotation angle θ eb  to tire burst, the vector sum of tire burst rotation angle θ eb ′ and additional rotation angle θ eb  is zero. 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. 
     (3). Anti-Collision Control and Controller T of Driverless Vehicle for Tire Burst 
     Based on coordinated control mode of anti-collision, braking, driving and stability of tire burst vehicle, the controller is equipped with control modules of machine vision, ranging, communication, navigation and positioning, to determine position of the vehicle, coordinates position from the vehicle to the front, rear, left, right vehicles and obstacles in real time; on this basis, the distance and relative speed between the vehicle and the front, rear, left, right vehicles and obstacles are calculated by control time zone of multiple levels which include safety, danger, no entry and collision. The collision-avoidance, steady-state of wheel and vehicle, and deceleration control of the tire burst vehicle are realized by independence or/and combination control of brake A, B, C, D in logic cycle of period H h , control mode conversion of braking and driving, coordination control of active steering and active braking. The collision-avoidance control of tire burst vehicle includes collision-avoidance control of the vehicle and front, rear, left right vehicles, and around obstacles. According to the route planned by the controller, path tracking of the tire burst vehicle is carried, to arrive safe parking position of the vehicle. 
     4). Control and Controller of Drive-by-Wire Brake 
     The brake controller mainly includes: electric control hydraulic brake controller and drive-by-wire mechanical brake controller. The electric hydraulic brake controller is described by following. Based on the above-mentioned electro-hydraulic brake controller, a failure detector is added by drive-by-wire mechanical brake controller. The controller takes the brake pedal stroke S w  or brake pedal force P w  of sensor detection signal as the modeling parameter, a equivalent transformation model of S w  or P w  and one of {dot over (u)} x , Q d , Δω d , S d  is established; among, they are respectively vehicle speed, total braking force, composite angle deceleration of wheel and slip ratio of wheel. The converting in parameter S w  or P w  and one of {dot over (u)} x , Q d , Δω d , S d  can be realized by the transformation model. According to the above control mode and algorithm for tire burst, the target control value {dot over (ω)} or S i  assigned of each wheel is determined. The drive-by-wire brake of vehicle can be realized by cycle of brake A, B, C, D control or/and their combination in period. Because of parameter Q d . {dot over (u)} x , {dot over (ω)} d , S d  is lag to response of {dot over (S)} w , a compensator can be used to compensate of phase. In the braking control cycle of period H h , phase of detecting parameter signal S w , {dot over (S)} W  of sensor is consistent with phase of low frequency signal input by driver to brake pedal by compensating, the response speed of the brake control system and related parameters is improved. 
     5). Subroutine of Tire Burst Brake Control and Electronic Control Unit (ECU) 
     i. According to the structure and process of tire burst brake control, brake control mode, model and algorithm of tire burst brake control subroutine or software is compiled. A structured programming is adopted. The subroutines mainly set control program modules that include control mode conversion, steady state of wheel, balance brake of vehicle, steady state of vehicle and total brake force (A, B, C, D) brake control, brake control parameters and A, B, C, D logic combination of brake control type, and include datum processing and control processing of brake, compatible control for tire burst active brake with pedal brake, brake and anti-collision coordination control of driven by man and driverless vehicles, or/and set up brake program modules of drive-by-wire. 
     ii. Electronic control unit (ECU). Electronic control unit (ECU). The tire burst controller and the controller of vehicle system set up one electronic control unit, or electronic control unit of the tire burst controller and the electronic control units of the on-board system are set independently with each other, and the communication interface and communication protocol between the two electronic control units are established mutually. Electronic control unit (ECU) is mainly composed of input/output, microcontroller unit (MCU) or/and related brake control chip, MCU minimum peripheral circuit, and regulated power module. The ECU is equipped with various structural and functional modules following module. The modules of signals acquisition and datum processing are mainly composed of circuit composition of filtering, amplification, shaping, limiting and photoelectric isolation of vehicle speed and other parameter signals of wheel speed, braking pressure, vehicle yaw angle. According to the above tire burst brake control subprogram and each subprogram module, the data processing and control modules can realize the datum processing of parameters and combination of brake A, B, C, D control, brake compatibility, brake and anti-collision coordination. The drive output module include power amplifier, conversion of digital control and analog control, photoelectric isolation and other circuits. For the hydraulic pressure brake regulating device with high-speed switch solenoid valve, it is set to signal processing mode of pulse width modulation (PWM), and the drive mode is determined according to the type of solenoid valve, motor and relay set by the brake device. 
     6). Brake Subsystem Actuator. Brake Subsystem is Composed of Two Types of Electric Hydraulic Brake and Mechanical Drive-by-Wire Brake. 
     (1). Electric hydraulic brake actuator and control process. First, electric hydraulic brake actuator. Based on the on-board electric hydraulic brake actuator, a structure of electric control brake device for stable or stability control of wheels is established under normal and tire burst conditions, to realizes anti-lock control of wheel under normal conditions and stable control of wheel in tire burst condition, distribution and adjustment of the braking force of two wheel of balance wheelset, the independent or parallel operation of the pedal brake and the active brake of the tire burst, and the brake failure control of the tire burst and the non-tire burst. The device uses the angle deceleration {dot over (ω)} i , slip ratio S i  or braking force Q i  of each wheel as control parameter and signal. Hydraulic brake circuit arranged on diagonal or front axle and rear axle is set, to realize distribution and control of braking force among wheels with three or four brake channels. The brake actuator adopts a form of control variable: angle deceleration {dot over (ω)} i , slip ratio S i  or braking force Q i . Based on the logic combination and cycle of brake A, C ,B and D control types, the distribution and adjustment of the control parameters of the balance wheel pair and each wheel can be realized by the same or independent control of the two wheels of each balance wheelset. The pressure hydraulic output by the pedal brake device is detected by the pressure sensor. The detection signal of pressure sensor is input to the brake controller. On the basis of brake compatibility mode, active braking force and pedal braking force are processed compatibly by the brake controller in co-adaptation. The brake controller output control signals to control the brake pressure regulating device shared with ASR and ESP. Second, the regulating pressure structure and mode of the brake pressure regulating device of electric hydraulic. the pressure regulating device is mainly composed of a combination structure which includes high-speed switch solenoid valve, electromagnetic reversing valve, hydraulic pressure regulating valve and hydraulic reversing valve or/and mechanical brake compatibility device; the combination structure is equipped with hydraulic pump including return, low pressure and high pressure pump, corresponding liquid storage chamber or accumulator; wherein the hydraulic pressure regulating valve is composed of pressure regulating cylinder, pressure regulating piston and the high-speed switch solenoid valve; the brake pressure regulating device of electric control hydraulic adopts integrated pressure regulating structure and control mode of circulation or variable capacity. The output signals of ECU can control continuously the high-speed switch solenoid valve in brake circuit of each wheel on the basis of the pulse width modulation (PWM). The hydraulic pressure in each hydraulic brake circuit and brake wheel cylinder is regulated by the pressure regulating mode of Increasing pressure, decompression and maintaining pressure of the pressure regulating system. During the pressure regulating process, the hydraulic brake circuit that is set by different types of structures and three specific pressure regulating states of increasing pressure, reducing pressure and pressure maintaining of brake wheel cylinder are formed by the valve combination and states of valve core position. The distribution and control process of brake force of each wheel is formed by the cycle of pressure increasing, pressure maintaining and pressure reducing of brake wheel cylinder and the control cycle. From this, the control target of angle deceleration {dot over (ω)} i  and slip ratio of each wheel is achieved. Third, the working system of electric hydraulic brake actuator. The brake actuator determined by the specific structure of hydraulic brake circuit I and II can constitutes an independent and coordinated working system of pedal brake, tire burst active brake, brake compatibility, brake failure protection under normal working condition and tire burst working condition. The working system I is based on hydraulic brake circuit I; it uses flowing regulating structure and mode of hydraulic pressure circulation. When the driver independently carry out braking, the pressure fluid output by the brake main cylinder of the braking pedal can establish a fluid pressure in the hydraulic brake circuit I through the normal path of the solenoid valve and the hydraulic valve of the brake pressure regulating device; therefrom, it directly controls the hydraulic pressure in the wheel cylinder through the regulation of the high-speed switch solenoid valve. A pressure regulating structure and mode of variable volume are expressed: between the hydraulic pressure circuit of the brake main cylinder and the brake wheel cylinder, a set of hydraulic device is connected by pressure circuit in parallel; the hydraulic pressure circuit of pedal brake and the hydraulic pressure control circuit of active braking are isolated each other. The variable volume regulating pressure device includes the hydraulic pressure regulating cylinder, pressure regulating piston and hydraulic valve. The volume change of pressure regulating cylinder set by the hydraulic control circuit can control indirectly the brake pressure of the wheel cylinder. Based on the hydraulic brake circuit II, the pressure fluid output by the brake main cylinder flows to brake cylinder of wheel through the hydraulic pipeline, the electromagnetic or hydraulic control valve is respectively connected with the pressure regulating device and the brake sensing simulation device; when the controls of ASR, VSC, VDC or ESP and tire burst active brake are carried out, the control valve is shifted; thus, the pressure fluid output by brake main cylinder enters the brake sensing simulation device, pressure fluid output by hydraulic power supply enters the brake pressure regulating device and the hydraulic brake circuit II of the brake wheel cylinder, and pressure fluid output by brake main cylinder and pressure fluid output by pump accumulator are isolated each other. The electronic control unit (ECU) set by the brake controller uses negative increment Δω i  of angle speed or/and slip ratio S i  as control variable; based on the deviation e Δωi (t) or/and e si (t) between the target control value and the actual value, the ECU output control signal and adjust continuously the high-speed switch solenoid valve of the brake pressure regulating device based on PWM mode of control signal; the braking pressure force of each wheel are distributed and are adjusted by forms of increasing, decreasing and maintaining pressure of hydraulic brake circuit II, to realize the control of vehicle anti-skid driving, dynamic stability, electronic stability program system (ASR, VSC, VDC or ESP) and active brake control of vehicle tire burst. Working system III. When active braking for tire burst and driver braking are operated in parallel, the brake controller takes the parameter signal detected by pressure sensor set in the main cylinder and active braking parameter signals for tire burst as input signals, the distribution value of each wheel&#39;s braking force can be carried by compatibility processing, according to the braking compatibility mode. The brake controller outputs braking compatibility signals and uses mode of pulse width modulation (PWM) to control signals; the control signals continuously control the high-speed switch solenoid valve set in the hydraulic braking circuit II of the brake pressure regulating device, and adjust distribution of brake force of each wheel in tire burst and non-tire burst balance wheel pair. Working system IV. Two kinds of brake failure protection modes are adopted. Mode 1: in hydraulic brake circuits I and II, one common hydraulic pipeline from the brake main cylinder to the brake wheel cylinder is included at least. Fourth. Control structure and process of electric hydraulic brake executing device. Under normal, tire burst and other working conditions, the electronic control unit set by the controller can output multiple group of switch and control signals. According to the control rules of opening and closing of the solenoid valve set in each device, a group of switch signal g za  respectively control the hydraulic power supply device including pump motor and the solenoid control valve set in the brake regulating device. The working states of input, discharge, reversing, diversion, confluence of hydraulic fluid and other working states of the brake main pump, motor, pump are realized by the opening and closing of the solenoid valve; function of each device and entering and exiting of tire burst brake control can be completed coordinately. According to the energy supply demand of the brake and the pressure state of storage, the switch signal g za1  controls stop or run of the pump motor, to establish hydraulic pressure in the hydraulic brake circuit I or II of each wheel through the control valve. Signal g za2  controls reversing solenoid valve, namely control valve, to establish hydraulic pressure of brake circuit I or II of each wheel. Signal g za3  controls the opening and closing of increasing pressure pump in hydraulic brake circuit I or II, to realize the adjustment of increasing, decreasing or maintaining pressure of hydraulic brake circuit of brake regulating device. The control structure of control signal group g zb  is as follows. The g zb  is the signal of ASR. When driving control of vehicle, and based on the hydraulic brake circuit II, the signal g zb  adjusts the braking force distribution two wheels of balance wheel pair of driving or non-driving axle, so as to realize driving anti-skid control of wheel and Insufficient or excessive steering control of vehicle. Signal g zc  is brake force distribution (EBD) signal for front axle and rear axle or left wheel and right wheel under normal and working conditions. When the pedal brake operates, based on the hydraulic brake circuit I, the signal g zc  adjusts the distribution of braking force of front axle and rear axle or/and left wheel and right wheel, to realize wheel braking, anti-skid and vehicle stability control that include preventing of sideslip and collision of vehicle, insufficient or excessive steering during pedal braking. Signal g zd  is the anti-lock braking of control signal of each wheel under normal working condition. Based on the hydraulic braking circuit I, when the wheel reaches the threshold value of anti-lock braking, the electronic control unit stops the output of other control signals of the wheel, calls the anti-lock braking signal g zd  and adjust the braking force of the wheel, to realize its anti-lock braking control. The g ze  is control signal of ESP, VSC and VDC of system, under normal working condition. When the pedal brake is not applied, the signal g ze  is target control value signal of active braking force controlled by steady-state (c) of vehicle. When pedal braking and active braking of ESP are operated in parallel, the signal g ze  is a signal that is processed compatibly by the electronic control unit or mechanical brake compatible controller. The logic combination of balance braking (B) control and vehicle steady-state (C) control to wheels is adopted, and the target control value of braking force controlled of ESP is sum of braking force of the balance braking (B) control and the differential braking force distributed by steady-state (C) control of vehicle. Based on hydraulic braking circuit II, signal g ze  adjusts the distribution of braking force between two balanced wheelset and each wheel, to realize the stability control of vehicle. The signal g zf  including g zf1 , g zf2 , g zf3  is steady-state control signal of the tire burst wheel and the tire burst vehicle. Based on the hydraulic brake circuit II, and according to the tire burst state and control periods that include the real tire burst, inflection point, wheel and rim separation and other brake control periods, that is, in the logic cycle of brake control period, the electronic control unit set by the controller stops the braking control under normal working conditions of each wheel and turns into the braking control mode under tire burst working conditions. The ECU set by the controller uses direct distribution of braking force Q i  or indirect distribution of slip ratio S i  for each wheel, to realize tire burst steady state or its non-tire burst anti-lock and vehicle steady state control. When tire burst control entering signal i a  arrives, and no matter how the tire burst wheel is in any control state of normal working condition, the control state will be terminated and the tire burst wheel enters to steady state control. According to the threshold model and threshold value of parameters S i , {dot over (ω)} i , signal g zf1  controls the high-speed switch solenoid valve in the brake pressure regulating device, to gradually reduce the brake force Q i  of the tire burst wheel and make the wheel be in the steady-state braking area. When the vehicle is in later stage of the break inflection point or the rim and wheel are separated, the brake of the tire burst wheel is released, so that the negative increment Δω i , slip ratio S i  of the tire burst wheel tends to 0. In the cycle H h  or next cycle H h+1  of which signal i a  arrives, the logic combination of steady-state A control of wheel for tire burst, balanced braking B control of each wheel and steady-state C control of the whole vehicle is adopted; the ECU outputs steady-state control signal g zf2  of the vehicle under tire burst condition. Based on the hydraulic brake circuit II, the brake force distribution of each wheel that include tire burst and non-burst wheels by using logic combination of break A, C control, or/and break B control are implemented, to realize longitudinal control DEB control and yaw control DYC to vehicle . When the active brake and pedal brake are operated in parallel, the ECU of brake controller outputs the control signal g zf3  processed by the brake compatibility, or/and the single g zf2  is replaced by control signal g zf3 , the target control value for distribution and adjustment of brake force of wheels is a target control value that is processed compatibly. The total braking force of D control is determined by the combination of balance brake B control of wheels, steady-state differential braking C control and the steady-state braking A control. According to the deviation between the objective control value of D control and the sum of the objective control values of break λ i  or B or C control determined by all wheels, the one of target control value of control parameters ({dot over (ω)} d  Δω d  S d  for vehicle D control is determined and is adjusted, from this, to adjust target control value of break D control indirectly. When the brake of electric hydraulic brake actuator fails, the ECU outputs the signal g zg  and controls the electromagnetism valve set in the dynamic failure protection device, to connect the hydraulic channel between the energy accumulator or the brake main cylinder and hydraulic cylinder of each wheel. The hydraulic pressure in the brake wheel cylinder is established to realize the hydraulic brake failure protection; the solenoid valve may be replaced by the reversing valve of mechanical differential pressure and its combination valve. When tire burst exiting signal arrives, the control and control mode of brake for tire burst exits and turns into the control and control mode for normal working condition, until the tire burst control entering signal comes again; based on logic cycle of break A, B, C and D control, the brake actuator enters a new cycle of tire burst brake control. Fifth. In the hydraulic brake circuit I and II, the two wheels of balance wheelset or wheels can compose of an independent brake circuit. The electronic control unit uses one of the braking force Q i , slip ratio S i  and angle deceleration Δω i  as control variable, and output groups of control signals g z . The conditions of which two wheels of the balance wheelset can implement the same control are as follows: the control signal g z1  and g z2  of the left wheel and right wheel of the balance wheelset should be the same; the hydraulic brake circuit of the two wheels of balance wheelset should keep equal or same braking force in parameter form of Q i , S i  or Δω i ; in the logical cycle of pressurization, decompression and pressure maintaining control, the parameter S i  or Δω i  should keep equal or equivalent with braking force; Under normal working conditions, and when wheel is in progress of brake anti-lock control, the input of braking force of two wheels of balance wheelset use one rule of high selection or low selection of braking force in the same break; under tire burst working conditions, the input rule of low selection of braking force or differential braking force is used for the two wheels of tire burst wheelset. When two wheels of balance wheel pair is controlled independently, corresponding distribution of the parameters to the left wheel and right wheel of the wheelset is determined by parameter form of Q i , S i  or Δω i . The signal g z4  and g z2  independently controls the high-speed switch solenoid valve in hydraulic brake circuits of left wheel and right wheel of balance wheelset, to realize direct or indirect distribution and adjustment to brake forces of left wheel and right wheel of the wheelset by means of the logical cycle of increasing, reducing and maintaining of break pressure. 
     (2). Mechanical brake actuator by drive-by-wire (EMS). First, the device is mainly composed of pedal travel sensor or braking force sensor, simulation device of pedal brake feeling, motor, deceleration and increase torque device, motion, conversion device for rotation and translation, clutch, brake clamp body device and composite battery. The actuator adopts the same control or independent braking of four wheels with front and rear axles or two balance wheel pairs arranged diagonally. The front and rear axles or two wheelset of diagonally arranged braking systems are set up. When one of the braking systems fails, the other system independently performs emergency braking. Under normal and tire burst working condition, the controller adopts other parameter form of braking force Q i , which includes negative increment of angle velocity Δω i  or slip ratio S i . Electronic control unit set by controller outputs braking force distribution and adjustment signal group to each wheel, hereinafter referred to as signal g z1 , g z2 , g z3 , g z4 , g z5 , i l . The g z1  is switch signal, which control the opening and closing of the braking electromechanical devices (including the motor) of each wheel, and the motor is in standby state. The g z2  is a braking force distribution and adjustment signal of two or four wheels of balanced wheel pair under normal working conditions, which controls drive-by-wire mechanical brake actuator composed of braking motor, deceleration and increasing torque device, motion conversion device and wheel, so as to realize the controls of driving anti slip (ASR), braking anti-lock (ABS) and electronic stability control program (ESP) (including VSC and VDC). The g z3  is steady-state control signal of the vehicle under the tire burst condition. Based on drive-by-wire mechanical braking actuator, according to the tire blow out control periods and collision avoidance control time zone, the distribution and control of two-wheel braking force of balanced wheel pair are realized in control cycle of logic combination of wheel steady-state dynamic (a), balanced braking (b), vehicle steady-state (c) differential braking, and total braking force (d). The g z4  is steady-state control signal of the wheel. Under normal working conditions, when the non-burst tire wheel reaches threshold of anti-lock braking control, the ECU stops output of g z3  of regulating signal of braking force to the wheel, and the signal g z3  is replaced by signal g z42  to realize steady-state control of the wheel. When the motion status of tire burst wheel deteriorates, which includes separation of wheel and rim in braking inflection point, the braking of tire blow out wheel is released. When the tire burst active braking and pedal braking are operated in parallel, the electronic control unit of the brake controller outputs control signal g z5  after brake compatibility processing to signal g z5 ; the signal g z5  replaces control signal g z3 ; the target control value of distribution and adjustment of braking force is the target control value after the pedal brake and tire burst active braking are processed as compatible. In the braking control, the brake motor outputs the braking torque; the torque is input into the brake caliper body of each wheel through deceleration and increasing torque, motion conversion, clutch and other devices. Each wheel obtains the braking force under the steady-state control of the wheel and the whole vehicle. Second, the failure protection device of drive-by-wire brake. The brake failure judge is based on the comprehensive angle deceleration {dot over (ω)} w  of each wheel, pedal travel S w  or/and brake force P w  of detection signal of electronic control parameter of sensors. According to the judgment mode and model of forward and reverse of braking failure, brake failure and failure are determined and the failure alarm signal i l  is output. The brake actuator of drive-by-wire is equipped with pedal brake feeling simulation device and failure protection device (referred to as two devices). The pedal mechanism and hydraulic emergency backup braking device are set. The two devices are combined and can share the brake pedal operation interface. The pedal force that includes mechanical or hydraulic pressure can be transferred between of both of electronic control mechanical device which mainly include the electronic controller and the mechanical conversion device. When brake failure alarm signal i l  arrives. The signal i l  control the solenoid valve, mechanical or hydraulic accumulator set in the electronic control mechanical conversion device, to complete the transfer of pedal force, mechanical or braking force of hydraulic energy storage between both of the pedal brake feeling simulation device and the failure protection device. 
     3. Steering Control for Tire Burst 
     1). Rotation Force Control of Steering Wheel for Tire Burst 
     The tire burst steering control of vehicle adopts steering rotation moment control for tire burst, which includes control mode of rotation angle and rotation angle speed control of steering wheel, steering assist moment control of steering wheel and rotary torque control of steering wheel. When tire burst occurs, rotary torque for tire burst is generated, and direction of rotary torque of steering wheel exerted by ground changes sharply. Under action of tire burst rotary force, the steering assistant controller will misjudge direction of the steering assistant moment, and the steering assistant device outputs the steering assistant moment according to direction of steering assistant moment for normal working condition; the assistant moment aggravates unstable state of the vehicle steering, to result in double instability of tire burst and tire burst control in steering process of vehicle. Under common action of tire burst rotary force torque and steering assist moment, the steering wheel and directive wheel are drawn to deflection instantaneously by the two force torque, and the vehicle deviates from the right running direction sharply. Based on the types of rotation angle sensor and torque sensor used in the system, a direction judgement modes of steering angle and steering torque of vehicle are used to determine the direction of rotary force of tire burst, the direction of rotation moment of steering wheel exerted by ground, the direction of steering assistant force or steering resistance torque. On the basis of coordinates, rules, procedures and logic of tire burst direction judgement established by the steering system and based on control mode, model and algorithm of tire burst rotary force adopted by the steering assist controller, the steering assist device can provide corresponding steering assist or resistance moment for steering system at any angle of steering wheel, to realize steering rotary force control of tire burst vehicle. 
     (1). Control and Controller of Rotation Angle of Steering Wheel for Tire Burst 
     i. 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 ki  . The function Y ki  includes the function Y kbi  which can determine limited value of rotation angle and angle velocity of steering wheel, and the function Y kai  which can determine limited value of rotation angle of steering wheel. Steering characteristic function Y kbi . A mathematical model of the steering characteristic function Y kbi  is established by modeling parameters which include vehicle speed u ix , ground comprehensive friction coefficient μ k , vehicle weight N z , steering angle δ bi  of steering wheel and its derivative {dot over (δ)} bi : 
         Y   kbi   =f (δ bi , {dot over (δ)} bi   , u   xi , μ k ) or  Y   kbi   =f (δ bi , {dot over (δ)} bi   , u   xi , μ k   , N   z )
 
     Among them, the μ k  is a standard value set or a real-time evaluation value, the μ k  is determined by the average or weighted average algorithm of friction coefficient of directive wheels. The value determined by Y kbi  is target control value or ideal value of rotation angle velocity of steering wheel. The value of Y kbi  is determined by the above mathematical model or/and field test. The model structure of Y kbi  is as follows: Y kbi  is incremental function with increasing of friction coefficient μ k , and Y kbi  is incremental function of decreasing of speed u xi , and Y kbi  is incremental function of increasing of angle δ bi . Based on series value u xi [u xn  . . . u x3 , u x2 , u x1 ] of decreasing of vehicle speed u ix , the target control values of set Y kbi [Y kbn  . . . Y kb3 , Y kb2 , Y kb1 ] are determined by mathematical model with parameters rotation angle δ bi  of steering wheel and rotation angle velocity {dot over (δ)} bi  at certain speed u xi . The values in the set Y kbi  are limit values or optimal values which can be reached by {dot over (δ)} bi  and δ bi  of steering wheel under condition of which speed u xi , ground friction coefficient μ k  and vehicle weight N z  are certain values. The e ybi (t) between series absolute value of the target control value Y kbi  of rotation angle velocity {dot over (δ)} ybi  for steering wheel and the series actual value of steering wheel rotation angle velocity {dot over (δ)} ybi ′ of vehicle is defined under certain states of parameters u xi , μ k , N z  and δ bi . Under condition of certain vehicle speed u ix , and when e ybi (t) is positive (+), it is indicated that rotation angle velocity {dot over (δ)} ybi  of steering wheel is in normal or normal working state. Under condition of which the vehicle speed u ix  is certain value, and when the deviation e ybi (t) is less than 0, the rotation angle speeded {dot over (δ)} ybi  of steering wheel is determined as tire burst control status. A mathematical model of steering assistant moment M a2  of steering wheel is established by modeling parameter of deviation e ybi (t) of controller: 
         M   a2   =f ( e   ybi ( t )) 
     In the logical cycle of control period H n  of rotation moment for steering wheel, the value of steering assistant moment M a2  of steering system is determined by mathematical model. Based on the positive(+) and negative (−) of deviation e 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 ybi (t) to 0. The rotation angle velocity deviation e ybi (t) of steering wheel keeps tracking to its target control value, to limit the impact of tire burst rotary force to steering wheel. 
     ii. Steering characteristic function Y kbi . A mathematical model of steering characteristic function Y kbi  is established by modeling parameters including vehicle speed u ix , ground comprehensive friction coefficient μ k , vehicle weight N z , steering wheel angle δ ai  and its derivative {dot over (δ)} ai : 
         Y   kai   =f (δ ai   , u   xi , μ k ) or  Y   kai   =f (δ ai   , u   xi , μ k   , N   z )
 
     Among them, the value of μ k  is set as standard value or real-time evaluation value. The value of μ k  is determined by average or weighted average algorithm of friction coefficient of steering wheels. The value of Y kai  is target control value or ideal value of steering wheel angle. The value of Y kai  is determined by the above mathematical model or/and field test. The modeling structure of Y kai  is as follows: the Y kai  is an incremental function of increasing of μ k , the Y kai  is an incremental function of decreasing of u ix , and the Y kai  is an incremental function of increasing of steering angle δ ai  steering wheel. According to series value u xi [u xn  . . . u x3 , u x2 , u x1 ] of decreasing of vehicle speed u xi , the set Y kai [Y kbn  . . . Y ka3 , Y ka2 , Y ka1 ] of target control values of corresponding steering angle δ ai  of steering wheel are determined by mathematical model at each speed. The values in the Y kai  set are a limit value or a optimal values of the steering angle of steering wheel at a certain speed u ix ,ground comprehensive friction coefficient μ k  and vehicle weight N z . The deviation e yai (t) between the target control value Y kai  of rotation angle of steering wheel and the actual value of rotation angle δ yai  of steering wheel is defined under certain states of parameters u ix , μ k  and N z . When deviation e yai (t) is positive (+), it is indicated that rotation angle δ yai  of steering wheel at this time is within limit value of 8 yai , and is indicated rotation angle of steering wheel δ yai  is within the normal range. When deviation e yai (t) is negative (−), it is indicated that rotation angle δ 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 a1  is established by modeling parameter of deviation e yai (t). In logical cycle of control period H 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 yai (t), and steering assistant or resistance moment M a1  is determined by mathematical model. Based on steering assistant or resistance moment M a1 , a rotation moment to steering system is provided by steering assist motor, to limit the increase of steering wheel angle S. The target control value Y kai  of rotation steering of steering wheel is tracked by its actual angle δ, until e 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. 
     (2). Control and Controller of Power-Assisted Steering for Tire Burst 
     i. Assistance steering control of 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 c  of steering wheel, or steering angle δ and torque M c  of directive wheel, and rotation moment M k  of directive wheel exerted by ground, rotation moment M b ′ for tire burst and steering assistance moment M a . Among them, M k  includes the rectifying torque M j  of wheel and tire burst rotation moment M b ′ of directive wheel exerted by ground and resistance moment of directive wheel. A control model of power assistance steering and characteristic function of tire burst are determined by control variable including rotation torque M c  of steering wheel and parameter variable including vehicle speed u x . First. On positive and negative stroke of rotation angle δ of steering wheel, a control model of steering assistance moment is established by variable M c  and parameter u x  under normal working condition: 
         M   a1   =f ( M   c   , u   x ) 
     The characteristic function and characteristic curve of steering assist moment M 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 a1  are as follows. On positive and reverse stroke 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 stroke of rotation angle of steering wheel, the characteristic function adopted by control model of the M a1  is different, and value of the M a1  is different in same value or point of variable and parameter, otherwise it is same. The steering assistant moment M a1  is decreasing function with increment of vehicle speed u x ; the M a1  is incremental function of absolute value of increment of rotation torque M 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 a1  of steering wheel, based on parameters of rotation torque M c  of steering wheel, vehicle speed u x  and rotation angle δ of steering wheel. After the direction of tire burst rotation force M b ′ is determined, a mechanical equation of steering assist control for tire burst are adopted to determine the target control value of tire burst rotation force M b ′. In steering assistant control for tire burst, the rotating moment M b ′ of tire burst is balanced by an additional assistant moment M a2 , namely, the M a2  equals the M b : 
     
       
      
       M 
       a2 
       =−M′ 
       b 
       =M 
       b  
      
     
     Under the condition of tire burst, the target control value of steering assistant moment M a  is vector sum of detection value M a1  of torque sensor of steering wheel and additional balanced steering assistant moment M a2  for tire burst. In rotary moment control of steering wheel, the phase advance compensation of steering assistant moment M a  is carried out by compensation model to improve response speed of power steering system EPS. When necessary, the steering assist 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 a  and electrical control parameters of electrical power steering system, the steering assist torque M a  is converted into control parameters of power device, in which it includes current i ma  or/and voltage V ma . The steering assist control sets limiting value a b  of balance rotary moment |M b | for tire burst. In control, |M b | is less than a b  which is larger than the maximum value of the rotary moment of tire burst |M b ′|. The maximum value of |M 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 a  is carried out by the compensation model in the control, to improve the response speed of rotary force control of steering wheel. 
     (3). Control and Controller of Rotary Torque of Steering Wheel for Tire Burst 
     i. 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 a  and operation direction of electric device directly. Defining deviation ΔM c  between target control value of steering torque M c1  of steering wheel and the real-time value M c2  detected by torque sensor of steering wheel: 
       ΔM c   =M   c1   −M   c2  
 
     The parameters direction of steering assistant moment M a  and the direction of steering power parameters of electric device are determined by the positive and negative (+, −) of deviation ΔM c . The direction of steering power parameters include the direction of the current i m  of the motor or the rotating direction of the assistant motor. When increment ΔM c  of rotation torque M c  of steering wheel is positive, the direction of steering assistant moment M a  is the direction of increasing of assistant moment M c ; when ΔM c  is negative (−), the direction of steering assist moment M a  is the direction of decreasing of steering assistant moment M a , that is, the direction of increasing of resistance moment M a . 
     ii. Rotation torque control of steering wheel. A control mode, control model of rotation torque M c  of steering wheel and characteristic function are established by control variable rotation angle δ of steering wheel, parameter speed u x  and rotation angle velocity {dot over (δ)} of steering wheel under normal working conditions: 
         M   c   =f (δ,  u   x )   M   c   =f (δ, {dot over (δ)},  u   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 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 c  are as follows. On the positive or negative stroke 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 stroke of rotation angle of steering wheel, the characteristic function for M c  is different, and the value of M c  is different at same point of variable and parameter, otherwise it is same. The steering wheel rotation torque M c  determined by control model of steering assistant moment is decreasing function of increment of the parameter u 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 method, control procedure of power assistant steering is called by electronic control unit, and target control value of steering assistant moment M 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 x . The actual value of rotation torque ΔM c2  of steering wheel is determined by the real-time detection value of torque sensor. Defining the deviation ΔM c  of rotation torque M c  of steering wheel between the target control value of steering wheel torque M c1  and the real-time detection value M c2  of torque sensor of steering wheel: 
       Δ M   c   =M   c1   −M   c2  
 
     The steering assistance or resistance moment M a  of steering wheel is determined by the function model of deviation ΔM c  under normal and tire burst conditions. 
         M   a   =f (ΔM 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 c  for steering wheel are set up by modeling parameters of vehicle speed u x  and steering wheel angle: M c =f(δ, u x ), The target control value of M 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 c1  basically is the same as the derivative of aligning torque M 1 . Under action of the M 1 , driver of vehicle can obtain the best or better road sense from steering wheel. In function model of rotation torque M c1  of steering wheel, the M c1  and the M j  are incremental function of the increase of steering wheel angle δ at certain speed u x , and M c1  is irrelevant to the steering wheel angle velocity {dot over (δ)}. The real-time detection value M 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 c  of steering wheel is established by modeling parameters of vehicle speed u x , rotation angle δ of steering wheel and rotating angle velocity {dot over (δ)}: M c =f (δ,{dot over (δ)},u x ). In the model of M c , target control value M c1  of M c  is determined by concrete function form of the model. At any point of rotation angle of steering wheel, the derivative of M c1  basically is same as that of aligning torque M j . The derivative of M c1  basically is same as the derivative of the aligning torque M j  of directive wheel. In torque function model of the M c , the M c1  increases with the increase of δ under condition of a certain speed u x . Meanwhile, the target control value M c1  of torque M c  of steering wheel and the real-time detection value M 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 n  of steering wheel, the M c1  and M c2  increase or decrease synchronously with the increasing or decreasing of δ on appropriate proportions in the positive and reverse stroke of steering wheel angle δ. Based on the definition of rotation torque of steering wheel, the ΔM c  of rotation torque M c  of steering wheel is a difference value between M c1  and M c2 : 
       Δ M   c   =M   c1   −M   c2  
 
     A functional model of steering assistant moment M a  is established, the value of M a  is determined by model of difference ΔM c . 
       Δ M   c   =f (Δ M   c )
 
     Under the action of steering assist or resistance torque M 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 c  is converted into power parameters of electric devices, in which the parameters M c , current i cm  and voltage V mc  are vectors. 
     (4). Control Subroutine or Software of Tire Burst Rotation Moment Control 
     Based on control structure, control flow, control mode, model and algorithm of tire burst rotation force (moment), a subprogram of tire burst rotation moment control is developed. Subprogram use a structured design. The subprogram mainly sets direction determination modules of related parameters including rotation angle and rotation torque of steering wheel, and rotation moment of power assistance steering. Steering subroutine of steering wheel mainly is composed by program modules of rotation angle δ and rotation angle speed of steering wheel. Control program module of steering assistant torque for tire burst mainly is composed by E control program module of steering assistant torque under normal working conditions and G control module of relationship between steering assistant torque and current or/and voltage of steering assistant device, and program module of control algorithm for tire burst rotation torque. 
     (5). Electronic control unit (ECU). The tire burst controller and the controller of vehicle system set up one electronic control unit, or electronic control unit of the tire burst controller and the electronic control units of the on-board system are set independently with each other, and the communication interface and communication protocol between the two electronic control units are established mutually. The ECU of the controller is mainly composed of control modules of input/output, microcontroller (MCU), or/and related control chip of rotation force of steering wheel for tire burst, minimized peripheral circuit, stabilized power supply. The ECU is equipped with various structural and functional modules following modules. The ECU sets the acquisition and processing module of parameter signal that include rotation angle of steering wheel, rotation torque of steering wheel and steering power assistance of vehicle, and sets modules of data bus, microcontroller MCU, datum communication, datum processing and control, control monitoring, drive output. The datum processing module of microcontroller MCU includes datum processing and direction determination of related steering parameters in normal and burst conditions, datum processing sub-modules of angle of steering wheel, steering assistance power moment, rotation torque of steering wheel and burst rotation force torque, and sets conversion sub-modules of steering assistance power moment and current voltage of drive motor. 
     (6). Actuator of electric power steering control includes electric mechanical or electric hydraulic power steering device, 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 access signal I arrives, the electronic control unit processes the datum according to the control program or software, and outputs the signal to control the motor or hydraulic device in the power assisted device. The power assisted torque output by the motor or hydraulic device may provide a power assisted or resistance torque to the steering system at any corner of the steering wheel in the specified rotation direction, through the deceleration mechanism or/and the clutch and mechanical transmission mechanism. 
     2). 
     Tire burst active steering control for driven by man vehicle or the active steering control of an vehicle driven by man with an auxiliary steering interface for a tire burst. In the process of tire burst, the active steering control of tire burst vehicle includes additional steering angle of active steering and electronic servo power steering control, as well as coordinated control for additional angle of active steering and rotation driving moment of directive wheel. When the burst control entering signal i a  arrives, the active steering control starts. Based on active steering system (AFS), vehicle stability control program (ESP) or/and four wheel steering (FWS) system, the active steering system for tire burst use mainly coordinated control mode of AFS and ESP. The coordinated control mode of AFS and ESP is realized by active steering controller of electronic mechanical or controller of steering of drive-by-wire with road sense controller. The controller uses active steering control structure, and set control process, control mode, model, algorithm and control program or software. When tire burst signal I arrives, the control and control mode converter takes tire burst signal I as the conversion signal, and adopts three kinds of mode and structure of program conversion, protocol conversion and conversion of external location, to realize entering and exiting of tire burst control, and control and control mode conversion for normal and tire burst working conditions. 
     (1). Active Steering Control and Controller of Tire Burst 
     i. Active additional angle control and controller for tire burst. According to coordinate system and judging rules, procedures and judging logic of tire burst direction determined by the system, the insufficient and excessive steering of vehicle are determined by positive and negative (+, −) of direction of steering wheel rotation angle δ and yaw angle velocity deviation e ωr (t) of vehicle. On the basis of direction judging of steering wheel angle δ, insufficient or excessive steering of vehicles and position of tire burst wheel, the direction of additional rotation angle θ eb  (+, −) of directive wheel, which is used by tire burst steering control of vehicle, is determined. On the basis of its direction judging, a balancing tire burst additional angle θ eb  which is independent of the driver&#39;s operation is applies to actuator of active steering system (AFS), to compensate for the insufficiency or excessive steering of vehicle. The actual angle θ e  of directive wheel of vehicle is vector sum of both for steering angle θ ea  of directive wheel determined by driver&#39;s operation and the balancing tire burst additional rotation θ eb : 
       θ e =θ ea +θ eb  
 
     The direction of balancing tire burst additional angle θ eb  is opposite to the direction of steering angle θ eb ′ of tire burst of wheel. 
       θ eb =−θ eb ′
 
     In linear superposition of angle θ eb  and angle θ eb ′, the vector sum of angle θ eb  and angle θ eb ′ is 0. A control mode and model of the additional balance angle θ eb  of directive wheel to tire burst are established by the modeling parameters which include vehicle yaw angle velocity ω r , vehicle sideslip angle β to vehicle quality center, or/and lateral acceleration ü y , adhesion coefficient φ i  or friction coefficient μ i  and slip S i  of directive wheel. Based on tire burst state parameter and stage determined by the state parameters, the target control value of additional steering angle θ eb  of directive wheel tire burst is determined by using corresponding control mode or/and algorithm which includes PID, sliding mode control, optimal control or fuzzy control for modern control theory: 
       θ eb (e ωr (t), e β (t), e(S e ), {dot over (u)} y )
 
     The equivalent function model includes: 
       θ eb   =f ( e   62  ( t ),  e   107 r ( t )), θ eb   =f ( e   107 r ( t ),  e   62  ( t ),  {dot over (u)}   y ), θ eb   =f ( e   107 r ( t ),  e   62  ( t ),  e ( S   e ))
 
     Based on mechanical analysis of tire burst steering angle θ′ eb , the θ′ eb  can be divided as θ eb1 ′,θ eb2 ′, θ′ eb3 : 
     
       
         
           
             
               
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     In formula, R i0 , R i , b, e(ω e ), e({dot over (ω)} e ),e(S e ), M b ′, {dot over (u)} x . and e ωr (t) are respectively standard radius of wheel, radius of tire burst wheel, distance between two wheels of front axle or rear axle, equivalent relative angle speed deviation, angle deceleration speed deviation, slip rate deviation of tire burst balance wheelset for steering or non-steering, tire burst rotation force (torque) of steering wheel, vehicle lateral acceleration or deceleration , vehicle speed, deviation between ideal yaw angle rate ω r1  and actual yaw angle rate ω r2  of vehicle. Defining the deviation e θ (t) between target control value θ e1  of directive wheel angle θ e  and its actual value θ e2 , a control model of directive wheel angle θ e  is established by modeling parameter of deviation e θ (t). The control adopted open-loop or closed-loop control. In the control cycle of period H y , the active steering system AFS adopt a actuator that can superimposes two vector of directive wheel angle θ ea  and additional balanced angle θ eb  for tire burst. The actual value of rotation angle θ ee  of directive wheel is always tracked to its target control value θ e1 , to realize the control which deviation e θ (t) is 0. In the active steering control of tire burst, when necessary, a coordinated control mode of rotation angle θ e  of directive wheel of vehicle and differential braking of electronic stability control program ESP can be adopted by active steering controller for tire burst 
     ii. Steering Control and Controller of Electronic Servo Power for Tire Burst 
     The servo power steering control of active steering for tire burst includes direction judgement for tire burst and servo power control for tire burst. When tire burst occurs, rotary force produced by tire burst and servo-assisted control in normal working conditions will lead to double instability of tire burst and its control of vehicle. Therefore, servo-assisted steering controller for tire burst vehicle should be established. First. The direction determination of tire burst. The coordinates, rules, procedures and logic of determination of tire burst direction are established by this method. The direction judgement of rotation moment of directive wheel exerted by ground, the steering assist or resistance moment of the directive wheel are determined by angle and torque mode of direction judgement. The determination of direction of tire burst become to the basis of tire burst assist steering control and the tire burst active steering control. Second. Tire burst power steering control. Torque control mode and model of tire burst assist steering or tire burst active steering of vehicle are determined by this method. Control mode 1, tire burst assist steering. A control model of the steering assist moment M a  and characteristic function of M a  are established by control variable M c , parameter variable speed u x  and steering wheel angle δ, to determine steering assist moment M a1 , additional balancing moment M a2  for tire burst and their sum of vectors. Among them, the tire burst rotation moment M b ′ can be balanced by additional balancing moment M a2 . The target control value of steering assisting or resistance moment M a  of vehicle is determined, and the phase leading compensation of steering assist moment M a  is carried out by the compensation model. Control mode and model 2, assist steering for tire burst. Torque control mode of tire burst of steering wheel. A torque control model of steering wheel and characteristic function are established by modeling parameters rotation angle δ of steering wheel, vehicle speed u x  and rotation angle velocity {dot over (δ)} of steering wheel, to determine target control value of torque steering M c1  of steering wheel and the deviation ΔM c  between the target control value of steering wheel torque M c1  and real-time value torque M c2  of steering wheel measured by torque sensor. Based on the function model with deviation ΔM c , the steering assist or resistance moment M a  of steering wheel is determined under normal and tire burst conditions. In the logic cycle of steering control period H y  of vehicle, the servo power assisting or resistance moment can be adjusted actively by electronic servo power steering controller at any steering position of steering wheel, therefrom to realize the power steering control for vehicle tire burst in real-time. 
     iii. Active Steering Control Subroutine or Software to Tire Burst of Vehicle Driven by Man 
     Based on the control structure and process, control mode, model and algorithm of tire burst active steering, a control subroutine of tire burst active steering is developed. The subroutine is designed by using a structured pattern. The subroutine is composed by modules which include control module of steering wheel rotation angle of active steering, module of additional steering angle of steering wheel or directive wheel to tire burst. Direction judgment module of electronic servo power assisted steering, assistance torque control modules of electronic servo steering or/and coordination control program modules of tire burst active steering and electronic stability control program system (ESP) are used. 
     iv. Electronic control unit (ECU). The tire burst controller and the controller of vehicle system set up one electronic control unit, or electronic control unit of the tire burst controller and the electronic control units of the on-board system are set independently with each other, and the communication interface and communication protocol between the two electronic control units are established mutually. The ECU of the controller is mainly composed of control modules of input/output, microcontroller (MCU), or/and related control chip of tire burst active power steering, minimized peripheral circuit, stabilized power supply. The ECU is equipped with various structural and functional modules following modules. The data processing and control module of the MCU includes tire burst direction judgment of additional angle, additional angle of steering wheel or directive wheel for tire burst, coordination control data processing and control submodule of the ESP and the AFS or the FWS. 
     v. Active steering actuator use electric mechanical active steering device or drive-by-wire steering actuator with road sense controller. Electric mechanical active steering device is mainly composed of mechanical electric servo steering system and active steering device which is usually set between steering shaft and directive wheels of steering system. The mechanical electric servo steering system and active steering device are constituted a superposition mechanism of angle. The rotation angle of directive wheels is vector sum of rotation angle θ ea  of electric mechanical active steering device and the rotation angle θ eb  of servo steering system. The active steering system (AFS) and power steering system (EPS) can form a composite structure. 
     (2). Active Steering Control and Controller with Drive-by-Wire of Driven by Man Vehicle 
     Steering control of drive-by-wire is a kind control by high-speed fault-tolerant bus connection, high-performance CPU control and management. The control is realized by operation to steering wheel. Redundancy design is adopted by steering control. A combination system of steering of drive-by-wire to wheel is set up. The combination system includes drive-by-wire steering of front-wheel and mechanical steering of rear-wheel, or drive-by-wire steering of front and rear axle, or drive-by-wire steering of four-wheel of electric power vehicle. Drive-by-wire steering control of vehicle includes steering control of directive wheel and steering road sense control of steering wheel. The steering control of directive wheel adopts the coupling control mode of two parameter of rotary angle θ e  and rotary driving moment M h  of directive wheel. The absolute coordinate system set in vehicle is established. The coordinate system of steering control stipulates that zero point of directive wheel rotation angle θ e  is origin. Whether the vehicle or wheel turns to left or turns right, the positive route of rotation angle of directive wheel, that is the increment or direction of the rotation angle is defined as positive (+), and the negative route of rotation angle of directive wheel, that is decrement of rotation angle θ e , or direction of rotation angle θ e  is defined as negative (−). A relative coordinate system is set in the steering axle of steering system. Relative coordinate system rotates with steering axle of steering system. The origin of coordinate system is zero point of the steering torque and steering angle. The absolute and relative coordinates of above-mentioned steering angle and steering torque are used for the control of the steering angle and steering torque of the drive-by-wire active steering system. Based on dynamic equation of steering system, a dynamic model for tire burst is establishes by the parameters that includes rotation angle θ e  of directive wheel, rotation moment M k  of directive wheel exerted by ground and rotation driving moment M h  transmitted by motor to steering wheel: 
         M   h   −M   k   =j   u {umlaut over (θ)} e   −B   u {dot over (θ)} e   , M   k   =M   j   +M   b   ′+M   m  
 
     In the formula, j u  and B u  are equivalent rotational of inertia and equivalent resistance coefficient of steering system, M b ′ is the rotating moment of tire burst, M m  is rotating friction torque of directive wheel exerted by the ground, the M j  is the aligning torque. The magnitude and direction of M k  change dynamically. Based on structure of steering system, a dynamic model of steering system which includes motor, steering mechanism (gear, rack) and wheel is established. The model is transformed by Laplace transform to determine transfer function. The corresponding control is realized by steering controller on algorithm which includes PID, fuzzy, neural network and optimal of modern control theory. The steering controller is designed, to make response time and overshoot of the system keep in an optimal range. In steering control, a dynamic response of relevant parameters including vehicle yaw rate ω r  is determined by control for ideal transmission ratio and dynamic transmission ratio C n  of steering system, state feedback of parameters such as yaw rate co, and centroid side deflection angle β of vehicle, the control coupling of angle θ e  of directive wheel and rotation moment M k  of steering wheel exerted by ground, steering driving moment M h  of steering system, thereby to solve some technical problems about overshoot and stability steering of vehicle, sharp change of magnitude and direction of rotating moment M b ′ etc. First, dynamic models of the steering system which includes steering motor, gear transmission device and directive wheel can be established: 
     
       
         
           
             
               
                 
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     In the formula, T m , J m , θ m , B m , G, k t , i m  are respectively rotation torque of motor, turn round inertia, rotation angle, viscous friction coefficient, rotation speed ratio, electromagnetic torque constant of motor and current of motor. The T a  is moment of pinion shaft. The T a  is determined by the mathematical model of rotation moment M k  of directive wheel: 
         T   a   =f ( M   k ) 
     The M k  is determined by test parameter value of the torque sensor set in the steering system. When equivalent model is adopted: 
       T a =λ a M k  
 
     λ a  is equivalent coefficient. The λ a  is determined by parameter including moment of inertia J ma , viscous friction coefficient and other parameters of the wheel and steering mechanism. 
     Second, steering motor and electrical model 
         V   m   =Ri   m   +L   m   i   m   +k   i θ m  
 
     Where, V m , R, L m  are counter electromotive force, armature resistance and inductance respectively 
     Third, model of steering wheel and steering mechanism: 
         T   a   −T   r =J s {umlaut over (θ)} s   +B   s {dot over (θ)} s  
 
     In the formula, the T r , J s , B, are equivalent steering resistance moment of pinion shaft, the moment of inertia of steering wheel and steering mechanism, viscous friction coefficient of each transmission device. Neglecting torsional rigidity of motor, the transfer function is obtained by the speed matching between the motor and the pinion shaft. Neglecting the T r , The Laplace transformation is performed to obtain transfer function: 
     
       
         
           
             
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     The dynamic model established by modeling parameters which include wheel rotation angle θ e , steering rotation moment M k  and rotation driving moment M h  of directive wheel are transformed by Laplace transform, to determine transfer function. A steering controller is designed through corresponding control algorithm which include PID, fuzzy, neural network and optimal modern control of modern control theory. The control modes and models are used to normal and tire burst working condition, bumpy road surface, overshoot of driver and fault of vehicle. The coupled control mode of two-parameter for steering wheel rotation angle θ e  and rotation driving moment M h  of steering wheel are adopted. The steering controller is designed to make response time and overshoot of the system keep in an optimal range. In steering control, a dynamic response of relevant parameters which include vehicle yaw angle rate ω r  is determined by control for ideal transmission ratio or dynamic transmission ratio C n  of steering system, state feedback of parameters such as yaw rate ω r  and centroid side deflection angle β of vehicle, the control coupling of rotation angle θ e  of directive wheel and rotation moment M k  of steering wheel exerted by ground, steering driving moment M h  of steering system, thereby to solve some technical problems about overshoot and stability steering of vehicle in sharp change of magnitude and direction of rotating moment M b ′. The deviation e δ (t) between target control value δ 1  of rotation angle δ of steering wheel and its actual value δ 2  is defined. The deviation e θ (t) between target control value θ e1  of steering wheel angle θ e  and its actual value θ e2  is defined. The deviations e δ (t) and e θ (t) are used to determine driving direction of rotary driving moment M h  of directive wheel and direction of control parameters θ e  and M h . 
     i. Rotation angle θ e  control of directive wheel for tire burst. In the coordinate system determined by this system, the steering angle of vehicle and wheels, the yaw angle velocity of vehicle and insufficient or excessive steering angle of vehicles are vectors. Angle θ ea  of directive wheel is determined by steering wheel angle δ ea  under normal working conditions. Under tire burst working conditions, an additional burst tire balanced angle θ eb  which is independent of the driver&#39;s steering control and operation is applied to directive wheel of steering system by controller of rotation angle of steering wheel. Within critical speed range of vehicle steady-state control, the insufficiency or oversteering steering of tire burst vehicle is compensated by θ eb . The target angle θ e  of directive wheel is a linear superposition value of vector of directive wheel angle θ ea  and the additional balance angle θ eb : θ e =θ ea +θ eb . The transmission ratio C n  between steering wheel angle δ e  and directive wheel angle θ e  is a constant value or dynamic value. The dynamic value is determined by mathematical model with parameter vehicle speed u x . The mathematical model determined of additional balance angle θ eb  for tire burst is established by modeling parameters including vehicle speed u x , rotation angle δ of steering wheel, yaw angle velocity e ωr (t) of vehicle, sideslip angle e β (t) to mass center of vehicle, or/and ground friction coefficient and lateral acceleration {dot over (u)} y . The target control value of θ eb  is determined. Setting control period H y  of vehicle steering, and the H y  is as a set value, or the H y  is a dynamic value determined by mathematical model of modeling parameters which includes angle increment Δδ of steering wheel and frequency f y  in unit time. Among them, the Δδ is called the comprehensive increment of rotation angle of steering wheel. Or the Δδ is a ratio between absolute value sum of positive and negative changing value of directive wheel rotation angle and the number n of angle changing in unit time: Δδ=(|Δδ 1 |+|Δδ 2 | . . . +|Δδ n |)/n. The frequency f y  is determined by the response frequency of the motor or steering system. The coordinated control model of directive wheel angle θ e  and rotation driving moment M h  of directive wheel is established by modeling parameters which includes deviation e δ (t) between the target control value of steering wheel angle δ 1  and its actual value δ 2 , or the deviation e θ (t) between the target control value of directive wheel angle θ e1  and its actual value θ e2 . The driving direction and value of rotation driving moment M h  are determined. In control cycle of period H y , the actual value of rotation angle θ e2  of directive wheel always traces its target control value θ e1  under the action of rotating driving moment M h . 
     ii. Rotary Driving Torque Control and Controller of Steering Wheel for Tire Burst 
     According to the regulations of magnitude and direction of angle and torque in coordinate system of the drive-by-wire active steering, two sets of independent coupling and coordinating control systems of rotation angle δ and rotation driving torque M h  of steering wheel in left steering and right steering of vehicle are established on left side and right side of origin position of steering wheel angle δ. In the origin of steering wheel angle δ, namely zero point of left steering or right steering of vehicle, the direction conversion of electric control parameters of electric drive device are realized by electronic control unit of controller, therefrom, to adapt coupling or coordinated control of two control variables θ e  and M h . The electric control parameters of direction conversion include current or voltage. Based on dynamic equation of steering system, a control model of driving moment M h  of directive wheel for driven by man vehicle is established by coordinated control variables θ e  and M h , modeling parameters which include the rotation force M k  of directive wheel exerted by ground, deviation e 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)} e . On the basis of control model, target control value of M h  is determined. According to the positive and negative of deviation e δ (t) between the target control value δ 1  and its actual value δ 2  of steering wheel, direction of rotation driving moment M h  of directive wheel is determined. The rotation moment M k  of directive wheel exerted by ground includes the rotation moment M b ′ of tire burst. When tire burst of vehicle occurs, the size and direction of M b ′ change. Rotation angle θ e  of directive wheel is controlled, and rotation driving moment M h  of directive wheel needs to be adjusted in real time. Two modes are used to determine the M h . Mode 1: the rotation torque sensor set in the between directive wheel and the steering system of mechanical transmission device detects the rotation torque M k  of directive wheel exerted by ground. According to differential equation: 
         M   h   −M   k   =j   u {umlaut over (θ)} e   −B   u {dot over (θ)} e  
 
     Target control value of M h  is determined. Where, j u , B u  are equivalent moment inertia and equivalent resistance coefficient of steering system respectively. In view of lagging of detection signal of sensor, the phase compensation of M k  is carried out. In steering control cycle of period H y , a compensation coefficient G e (γ) is determined by the mathematical model with modeling parameters which include the deviation e(θ e ) between target control value θ e1  and actual value θ e2  of rotation angle of directive wheel and its derivative e(θ e ), and damping coefficient   of transmission device: 
         G   e (γ)= f ( e (θ e ),  ė (θ e ),  H   y )
 
     Where G e (γ) is an increasing function to increment of absolute values of e(θ e ), ė(θ e ) and  . Mode 2. In the steering control cycle of period H y , a equivalent mathematical model is established by modeling parameter including parameters e(θ e ) and e(ω e ), to determine rotation moment M k  of directive wheel exerted by ground and rotation driving moment M h  of directive wheel. The mathematical model includes: 
         M   k   =f (θ e1 , θ e2   , ė (θ e ),  e (ω e ),  e ({dot over (ω)} e )),  M   h   =j   u {umlaut over (θ)} e   −B   u {dot over (θ)} e   +M   k  
 
     The equivalent mathematical model for determining driving torque M h  of directive wheel of vehicle driven by man or driverless vehicle is adopted. The mathematical expression includes: 
     
       
         
           
             
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     In the control model and formula, the J n  is equivalent moment inertia of directive wheel of drive system, the G e (y) is leading compensation coefficient, The H y  is steering control period, the e(θ e ) is derivative of deviation between the target control value of directive wheel angle θ e1  and its actual value of θ e2 , k 1  and k 2 are coefficients. The equivalent relative angle velocity deviation ė(θ e ) of the left wheel and right wheel of the balance wheelset can be replaced by the equivalent relative slip ratio deviation e(S e ) of two directive wheels. The torque sensor is set on steering driving axle. Defining deviation e m (t) of rotary driving moment between detected value M h2  of the sensor and target control value M h1  of rotary driving moment of directive wheel, open-loop or closed-loop control is adopted during logical cycle of steering control period H y . The target control value M h1  of rotary driving moment of directive wheel is always tracked by actual value of driving force M h2  by feedback control of deviation e m (t). The driving device for drive-by-wire steering includes motor and transmission device. Based on the interaction of rotation moment M k  of directive wheel exerted by ground and rotary driving moment M h  of directive wheel, the target control value θ 1  of directive wheel angle θ e  is always tracked by its actual value θ 2 , by means of active or self-adaptive joint adjustment and coupling control of rotation driving torque M h  and steering wheel angle θ e  in any position of left turning or right turning of vehicle, and under the action of coordination control of driving torque M h  and rotation angle θ e  of directive wheel. For vehicle of left running or right running, and at zero position of steering angle of directive wheel, the controller will make one conversion to direction of electronically controlled parameters including rotation driving torque M h  of directive wheels. In left steering or right steering of vehicle, the direction of electronically controlled parameters that includes current and voltage are opposite, to realize the conversion of rotation direction of driving torque M h . In the control process of left-turn and right-turn of vehicle, two sets coupling control systems which are independent and coordinate each other are established by direction conversion and control of parameters of rotation angle δ of steering wheel and driving rotation moment M h  of steering driving system in both sides of zero position of the δ and the M h , according to coordinates rule set by vehicle. Whether vehicle is in state of straight running or steering, the tire burst rotation moment M b ′ is generated when tire burst of wheel occurs, therefrom to cause changes of the size and direction of the rotation moment M k  of directive wheel exerted by ground. At any position of angle θ e  of directive wheel and angle δ of steering wheel, the deflection and displacement of directive wheel angle θ e  and steering wheel angle δ for tire burst are generated immediately. In the first time of appearing of rotating moment deviation e θ (t) of directive wheels and deviation e δ (t) of rotation angle of steering wheel for tire burst, the direction of tire burst rotation moment M b ′ and rotation moment M k  of directive wheel exerted by ground are determined. At the same time, the control direction of directive wheel angle θ e  and the rotation driving moment M h  also are determined. When the tire burst rotation moment M b ′ is produced by tire burst, the rotation driving moment M h2  of directive wheel is timely detected by torque sensor set between the driving shaft and the directive wheel. A mathematical model of rotation driving moment of directive wheel is established by the parameters that include rotation driving moment e m (t) between the target control value M h1  and its actual value M h2  of directive wheel. According to the mathematical mode, the value of the rotary driving force M h  of directive wheel is adjusted in the cycle of period H y  of steering control, so that target control value of rotation angle θ e  of directive wheel is tracked by its actual value. The direction deviation of directive wheel and vehicle, which are caused by impact of tire burst rotating moment M b ′, is eliminated or is compensated, to realize stability control of tire-burst vehicle. Road-sense control and controller. Based on the relationship model among rotation angle of steering wheel, vehicle speed, lateral acceleration and steering resistance moment, a control mode of real road-sense is adopted. A mathematical model of road induction feedback force M wa  of a road induction device is established by control variables including driving moment M h  of directive wheel or/and ground rotation moment M k  of steering wheel exerted by ground, and by modeling parameters including relevant parameters of ground, vehicle and vehicle steering, to determine the target control value of road induction feedback force M wa . The road sensor device which include road induction motor or road induction device of magnetorheological output feedback force of road sense. By motor of road induction or of road induction device of magnetic current variant, the driver can obtain road sense information which reflects road surface, wheel, running state and tire burst state of vehicle. 
     iii. Active control subroutine or software of drive-by-wire steering of vehicle driven by man. 
     Based on the structure, flow, control mode, model and algorithm of the active steering control, a control subroutine of the active steering control of vehicle is compiled. A subroutine of structured design is used. The subroutines include direction determination modules of rotation angle δ of steering wheel, tire burst rotation moment M′ b  or rotation moment M k  of directive wheel exerted by ground, rotation driving moment M h  of directive wheel; the subroutines include control program module of rotation angle θ ea  of directive wheel, additional angle θ eb  of directive wheel, rotation moment M k  of directive wheel exerted by ground, driving rotation moment M h  of directive wheel, and coordination control program module of the active steering and electronic stability control program system ESP, or/and program module of real road sense for tire burst or no tire burst. 
     iv. Electronic control unit (ECU). The tire burst controller and the controller of vehicle system set up one electronic control unit, or electronic control unit of the tire burst controller and the electronic control units of the on-board system are set independently with each other, and the communication interface and communication protocol between the two electronic control units are established mutually. The ECU of the controller is mainly composed of control modules of input/output, microcontroller (MCU), or/and related control chip of active steering, minimized peripheral circuit, stabilized power supply. The ECU is equipped with various structural and functional modules following modules. The data processing and control module of the MCU mainly set steering angle of steering wheel, rotation driving torque of steering wheel, steering sense, active steering and brake coordination control submodule of electronic stability program system (ESP), and coordination control submodule of active steering and braking, driving. 
     v. Executive unit of drive-by-wire steering. The executive unit set up two modules of steering wheel and directive wheel. The steering wheel module includes steering wheel, steering column, road sense motor or of road sensing device of magnetorheological fluids, deceleration device, angle sensor of steering wheel. The steering wheel module is mainly composed of steering motor, deceleration device, transmission device and steering wheels. The transmission device includes gear, rack, steering rod and clutch. 
     3). Active steering Control and Controller of Driverless vehicle 
     (1). Central controller of driverless vehicle. The central master controller includes sub-controllers of environment perception and recognition, positioning and navigation, path planning, control decision for normal and tire burst working state, it includes fields of tire burst vehicle stability control, tire burst collision prevention, path tracking, addressing to parking and path planning of parking. When the entering signal i a  of tire burst control arrives, the vehicle get into a control mode for tire burst: the central controller sets up various sensors of environmental perception and vehicle control, and set up machine vision, global satellite positioning, mobile communication, navigation, artificial intelligence controllers, or/and sets up intelligent vehicle network controller in condition of which intelligent vehicle network has be established. During state process and control period of tire burst, steady state of wheels, stability and attitude control of vehicles, stable deceleration or acceleration control of the whole vehicle in a entirety are planned by environment perception, positioning, navigation, path planning and control decision-making of vehicle, according to direction of tire burst, tire burst control mode, model and algorithm of braking, driving, rotation force of steering wheel, active steering and suspension control; the central master controller unified plans coordination control of lane holding of tire-burst vehicle, anti-collision control of the vehicle to the front and rear vehicles or/and with obstacles; the central master controller makes a strategic decision of vehicle speed, running path and path tracking of vehicle, or/and makes a decision of parking location and path to the parking site after vehicle tire-burst, to realize the parking control of tire burst vehicle. 
     (2). Lane Maintenance and Direction Controller of Tire Burst Vehicle 
     i. The environment sensing, positioning and navigating sub controller. 
     The controller obtains information of road traffic, road signs, road vehicles and obstacles by system of global satellite positioning, vehicle-borne radar, machine vision which include camera of optical electronic and computer processing, mobile communication, or/and vehicle network; based on the information, the controller processes the information, and carries out positioning, driving and navigation to vehicle, and determine distance between the vehicle and the front and rear vehicles, Lane lines, obstacles, relative speed between front vehicle and rear vehicles; the controller makes overall layout of locating of the vehicle and the surrounding vehicles, running environment and running planning. 
     ii. Path planning sub-controller. Based on environment perception, positioning, navigation and stability control of tire burst vehicle, a control mode and algorithm of wheel, steering and vehicle in normal and tire burst working conditions are used to determine target control value of parameters that include vehicle speed u x , the rotation angle θ lr  of tire-burst vehicle and rotation angle θ e  of directive wheel. The mathematics model and algorithm is set up by modeling parameters which include u x , θ lr , θ e , L s , L g , θ w , R s , S i , to formulate position coordinates charts of the vehicles, to plan running paths charts of the vehicle, to determine running routing of the vehicle according to the running charts and running paths. In the parameters, the u x  is vehicle speed, θ lr  is steering angle of tire-burst vehicle, θ e  is rotation angle of directive wheel, L g  is distance from the vehicle to left vehicles or/and right vehicles, L s  is distance from the vehicle to obstacle or/and vehicle Lane, L t  is distance from the vehicle to front vehicle or rear vehicle or/and obstacle, θ w  is the orientation angle of the lane that includes the lane line in coordinates, R s  is turning radius of gyration or curvature of running path of lane or vehicle, S i  is slip ratio of directive wheel and μ i  is ground friction coefficient of tire-burst vehicle. 
     iii. Control decision of sub-controller. Under normal and tire burst working conditions, a coordinated control mode and models of running of vehicle are established by environment identification, positioning of vehicle and lane as well as obstacle, navigation and path planning of the vehicle. The vehicle speed u x , steering angle θ lr  of vehicle, rotation angle θ e  of directive wheel and their target control value are determined by relevant parameters and above coordinated control mode and models, to realize coordinated controls of vehicle lane maintenance, path tracking, vehicle attitude, collision avoidance and steady-state control of wheel and vehicle. The mathematical model of ideal steering angle θ lr  of vehicle and rotation angle θ e  of directive wheel are established, include: 
       θ lr  (L t , L g , θ w , u x , R s , S i , μ i ). θ lr  (γ, u x , R s , S i , μ i )
 
       θ e  (L t , L g , θ w , u x , R s , S i , μ i ). θ e  (γ, u x , R s , S i , μ i )
 
     The modeling structure of the model: the ideal or target control value of rotation angle θ lr  of vehicles and rotation angle θ e  of directive wheel are a decreased function to increment of parameters R s  and μ i  and is increased function to increment of wheel slip rate S i , the vehicle speed u x  is a decreased function to increment of θ lr  or θ e . Based on coordinate positions of lane, surrounding vehicles, obstacles and the tire burst vehicle, the direction and size of control variable θ lr  and θ e  of vehicle are determined by parameters including L g , L s , θ w , R h . u x . Defining three types of deviations of vehicles and wheels. Deviation 1: the deviation e θT (t) between ideal steering angle θ lr  of the vehicle to path planning, path tracking determined by the central controller and actual steering angle θ e ′ of directive wheel is defined. The actual steering angle θ e ′ of the directive wheel contains the steering angle caused by the tire burst rotating moment M b ′ under the condition of tire burst. Deviation 2: the deviation e θlr (t) between ideal steering angle θ lr  of vehicle and actual steering angle θ lr ′ of vehicle is defined. Deviation 3: deviation e θ (t) between ideal rotation angle of directive wheel and actual rotation angle θ e ′ of directive wheel is defined: 
         e   θT ( t )=θ le −θ e   ′, e   θlr ( t )=θ lr −θ lr   ′, e   θ ( t )=θ e −θ e ′
 
     A mathematical model of steering vehicle is established by modeling parameters including θ lr  θ e  and their deviation e θT (t),e θlr (t) and e θ (t), to determine target control values of steering of vehicle and wheels in real-time. The deviation e θT (t) between ideal steering angle θ lr  of vehicle and actual steering angle θ e ′ of wheel can determine sideslip angle and sideslip state of directive wheel. Dynamic control period H θn  of rotation angle of directive wheel is set up, and the equivalent model and algorithm of H θn  are determined by modeling parameters including speed u x  and angle deviation e θlr (t) of vehicle. The θ e  and the θ lr  are the main control parameters for lane planning, Lane maintenance and path tracking of driverless vehicles. 
     (3). Drive-by-wire active steering controller of vehicle. The active steering controller is a kind controller by connection of high-speed fault-tolerant bus and management of high-performance CPU control and. The controller adopts redundancy design, and sets up a combination system of directive wheel and drive-by-wire steering of vehicle, and adopts various control modes and structures including steering of front and rear axles or steering of four-wheel by drive-by-wire independently. The combination system sets central control computer of artificial intelligence, dual or triple steering control unit, dual or multiple software, two or three groups of electronic control unit, active steering unit and motors provided with independent structure and combination structure. Based on dynamic system constituted by directive wheels, steering motor, steering device and rotation force of wheel exerted by ground, it are formed that multiple control function loops which include feedback control loops of drive-by-wire steering and steering failure control of vehicle in control. Directive wheel controller and drive-by-wire failure sub-controller are set up. A failure auxiliary steering control of yaw moment produced by differential braking of wheels of braking system is adopted, to realize failure protection of drive-by-wire steering. The x-by-wire bus is used in the controller. The information and data exchange of vehicle-mounted systems are realized by the vehicle-mounted data bus. 
     i. Active steering control and controller for tire burst. The steering controller of vehicle for tire burst takes vehicle speed u x , steering angle θ lr  of vehicle, rotation angle θ e  and rotation driving moment M h  of directive wheel as main control variables. Based on target control values of vehicle speed u x , curvature or steering radius R h  of traffic lane, path and vehicle, steering angle θ lr  of vehicle and rotation angle θ e  of directive wheel determined by path tracking control of central controller, it is determined that coordinated or coupled control mode, model and algorithm of two coupled control parameters which include θ e  and M h  of steering wheel; according to the mode and model of active steering control and the parameters θ e  and M h  for tire burst, target control value of θ e  and M h  are calculated under working condition of normal and tire burst. An equivalent model and algorithm of dynamic control period H θn  of steering wheel angle are determined by modeling parameters including speed u x  and rotation angle deviation e θlr (t) of vehicle. During each control period H θn , the target control values of rotation angle θ e  of directive wheel for vehicle path planning and t path racking are determined by the controller with modeling parameters which include deviation e θT (t) between ideal steering angle θ lr  of vehicle and actual steering angle θ e ′ of directive wheel, deviation e θlr (t) between ideal steering angle θ lr  and actual steering angle θ lr ′ of vehicle, and angle θ e  of directive wheel under the condition of vehicle tire burst. Based on deviation values of e θlr−1 (t), e θT−1 (t) and θ e−1  of the previous control cycle H θn−1 , the target control value of rotation angle θ e  of directive wheel in the period H θn  is determined by the above control model. Define the deviation e e (t) between ideal rotation angle θ e  and actual rotation angle θ e ′ of directive wheel. The rotation angle θ e  of directive wheel uses closed loop control. In logical cycle of each control period H θn , the zero value of deviation e θ (t) is taken as the control objective, so that the actual value of directive wheel angle θ e ′ always tracks the target control value of θ e . 
     ii. Rotary driving moment control and controller of steering wheel of tire burst vehicle. A active steering control and controller of drive-by-wire are adopted. Based on the judgement regulations of magnitude and direction of steering torque and steering angle in coordinate system of active steering of drive-by-wire, two sets independent coupling control system of vehicle rotation angle θ lr  or/and directive wheel rotation angle θ e  and rotation drive torque M h  of directive wheel in both sides of zero or origin of directive wheel rotation angle θ e  are established when left steering and right steering of vehicle, to adapt coordinated control of two parameters of angle θ lr  and rotary drive moment M h  of vehicle. At the coordinate origin of vehicle steering angle θ lr , namely zero point of left steering or right steering of vehicle, the direction of electronically control parameters, which include direction of current or voltage of electric driving device, and rotary direction of motor or translational driving of electric driving device are converted by electronic control unit of controller, to adapt to the coupling or coordinated control between the rotation angle θ e  and the rotating driving torque M h . Using rotation angle θ e  of directive wheel and rotation driving moment M h  of directive wheel exerted by ground as control variables, and based on dynamics equation of steering system, a coordinated control model of rotation driving moment M h  of directive wheel is established by modeling parameters including rotation moment M k  of steering wheel exerted by ground, rotation angle deviation e θ (t) and rotation angle velocity {dot over (θ)} e  of directive wheel, to determine the target control value of M h . The direction of rotation driving moment M h  of directive wheel is determined by deviation e θ (t) between the target control value θ e1  and its actual value θ e2  of the directive wheel. Defining deviation e m (t) between detection value M h ′ of torque sensor and target control value M h  of rotary drive moment of the directive wheel. Open-loop or closed-loop control of rotation driving torque of steering wheel is adopted under condition of tire burst and non-tire burst. In the logic cycle of steering control period H y , the target control value M h  of rotary drive moment of steering wheel is always tracked by its actual value M h ′ based on the return control of torque deviation e m (t). Under action of ground rotation moment M k  and rotation driving moment M h  of steering wheel, the rotation angle θ e  of directive wheel is controlled by active or adaptive uniting adjustment of driving torque M h  and rotation angle θ e  of directive wheel at any steering angle position of left side or right side of the vehicle, so that actual value θ e2  of steering angle of steering wheel keeps track to its target control value θ e1 . The driving device of steering system includes a motor or translating device. At the zero position of angle of directive wheel, and when left steering or right steering of vehicle, the rotary driving torque controller of directive wheel makes a one-time conversion to the direction of control parameters including driving torque M h  of directive wheel at the zero position of the angle, or makes a change to the direction of driving current and voltage of directive wheel. In the control of left steering and right steering of vehicle, the steering drive system is constituted by two independent coupling control systems of steering angle θ lr  of vehicle and driving moment M h  of steering wheel, according to their coordinates. When tire burst occurs, the deviation of rotation angle θ e  of directive wheel is produced at any steering angle position of rotation angle θ e  of directive wheel. In the moment of which the directive wheel angle deviation e θ (t) is generated, the active steering controller of drive-by-wire determines the changed direction of the tire burst rotation moment M b ′ and rotation moment M k  of directive wheel exerted by ground, the direction of control direction of rotation angle θ e  of directive wheel and the driving moment M h . At the moment of which tire burst rotational torque M b ′ occurs, the torque sensor installed between driving axle of steering system and the directive wheel detects actual rotation driving moment M h2  of directive wheel in time. Based on a mathematical model of the deviation e m (t) between target control value M h1  of directive wheel rotation driving moment and its actual value M h2 , value of directive wheel rotation driving moment is adjusted in the logic cycle of period H y  of steering control, so that the target control value of rotation angle θ e  of directive wheel is tracked by its actual value. The direction deviation of directive wheel and vehicle caused by impulse of tire burst rotary moment M b ′ is eliminated or is compensated, to realize stability control of steering of tire burst vehicle. 
     (4). Path Planning, Path Tracking and Safe Parking of Tire Burst Vehicle 
     i. A networked controller of Internet automotive network is set up. First. Through the global satellite positioning system and mobile communication system, the wireless digital transmission module set by networked controller of vehicle sends signals of 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. Second. 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 process camera screenshots of surrounding road traffic and environment by category, and temporarily store the typical images, and replace screenshots according to a certain period or/and level, and determine the typical images stored. The typical images stored in the main control computer include emergency parking lane, ramp exiting and parking space of beside road of highway. Based on artificial intelligence, the typical features and abstract features of image obtained. In tire burst control of the vehicle, the tire burst controller set in the networked vehicle uses machine vision recognition or/and networking search mode, 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 exit or highway side 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. 
     ii. Anti-Collision Control and Controller T of Driverless Vehicle for Tire Burst 
     Based on coordinated control mode of anti-collision, braking, driving and stability of tire burst vehicle, the controller is equipped with control modules of machine vision, ranging, communication, navigation and positioning, to determine position of the vehicle, coordinates position from the vehicle to the front, rear, left, right vehicles and obstacles in real time; on this basis, the distance and relative speed between the vehicle and the front, rear, left, right vehicles and obstacles are calculated by control time zone of multiple levels which include safety, danger, no entry and collision. The collision-avoidance, steady-state of wheel and vehicle, and deceleration control of the tire burst vehicle are realized by independence or/and combination control of brake A, B, C, D in logic cycle of period H h , control mode conversion of braking and driving, coordination control of active steering and active braking. The collision-avoidance control of tire burst vehicle includes collision-avoidance control of the vehicle and front, rear, left right vehicles, and around obstacles. According to the route planned by the controller, path tracking of the tire burst vehicle is carried, to arrive safe parking position of the vehicle. 
     (5). Failure control of active steering of drive-by-wire for tire burst and no tire burst vehicle and controller. 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. Based on vehicle dynamics control system (VDC) or electronic stability program system (ESP), the controller adopts a control modes, models or/and algorithms of wheel steady-state braking A control, balance braking B control, vehicle steady-state braking C control and total braking force D control (shorter form: braking A, B, C and D control). When steering failure control signal i z  arrives, the controller take speed u x , ideal and actual yaw angle speed deviation e ω     r   (t) of vehicle, sideslip angle deviation e β (t) for vehicle quality center, deviation e θlr (t) between ideal steering angle θ lr  of vehicle and the actual steering angle θ lr ′of vehicle, or/and deviation e θT (t) of steering angle of directive wheel and vehicle as main modeling parameters, and adopts several control kinds of logical combination which include A⊂B∪C, A⊂C, C⊂A. According to vehicle motion equations which include two freedom or multi degree freedom model of vehicle, the relationship model between rotation angle δ e  of steering wheel and vehicle yaw angle speed ω r1  is determined at a certain speed u x  or/and the ground adhesion coefficient μ. The controller calculates ideal yaw rate ω r1  and sideslip angle β 1  of vehicle. The actual yaw angle rate ω r2  of vehicle is measured by yaw angle rate sensor in real time. The deviation e ω     r   (t) between ideal and actual yaw angle speed and the deviation e β (t) between ideal and actual centroid sideslip angle are defined. A mathematical model which determines optimal steering additional yaw moment M u  by differential braking force of wheels is established by modeling parameters of deviation of e ω     r   (t) and e β (t). An optimal steering additional yaw moment under differential braking of wheels is determined by infinite time state observer designed by LQR theory. The mathematical model between rotation angle θ e  of directive wheel and yaw moment M u  of drive-by-wire vehicle is established. Based on the mathematical model, the target control value of additional yaw moment M u  of which can make vehicle achieve a certain steering angle θ lr  or can make wheel achieve a certain steering angle θ e  is determined by differential braking of wheels. Under normal, tire burst and other working conditions of vehicle, the distribution among wheels of optimal additional yaw moment M u  which is used to vehicle steering can adopt one form of control variables of braking force Q i , angle deceleration speed {dot over (ω)} i  negative increment Δ{dot over (ω)} i  of angle velocity or slip rate S i  of wheels, and the distribution and control are limited in stable region of characteristic function curve of wheel brake model. The steering failure control is realized by cycle of period H y  of logic combination for brake control A⊂B∪C, A⊂C, C⊂A. Under condition of parallel operation of manual braking operation interface and wheel active differential braking, the failure control of drive-by-wire steering adopts the control logic combination of C⊂A∪B. The brake force in balance braking B control is determined by function model of which the braking force is output from manual brake operation interface. When a wheel enters brake anti-lock control, braking force Q i  or one of Δω i , S i  of wheel in balance braking B control is reduced in a new braking period H h+i , until balance braking force of the wheel is 0. According to threshold model, the brake control logic combination A⊂B∪C is adopted when the absolute value of deviation e ω     r   (t) or/and e β (t) is less than the set threshold value C kω     r   . The brake control logic combination A⊂C or C⊂A is adopted when the absolute value of deviation e ω     r   (t) or/and e β (t) is greater than C kω     r   . The overall failure control of drive-by-wire steering of vehicle and stable deceleration control of vehicle are realized through the logic cycle of brake period H h . 
     (6). Subroutine or Software of Steering by Drive-by-Wire of Driverless Vehicle 
     Based on main program of environment perception, positioning, navigation, path planning and control decision-making set in the central controller, the control subroutine of the active steering control of tire burst vehicle is compiled according to the control structure and process, control mode, model and algorithm. The subroutine adopts a mode of a structural design. The subroutine sets program module of direction judgment of relevant parameters of steering angle and steering torque of vehicle. The subroutine sets program modules and coordination control program modules of the steering angle θ lr  of vehicle, steering angle θ e  of directive wheel and rotation driving moment M h  of directive wheel to tire burst. The subroutine set up program modules of anti-collision, braking, driving, stability control of wheel and vehicle, or/and failure control of drive-by-wire steering of the tire burst vehicle. 
     (7). Electronic control unit (ECU). The tire burst controller and the controller of vehicle system set up one electronic control unit, or electronic control unit of the tire burst controller and the electronic control units of the on-board system are set independently with each other, and the communication interface and communication protocol between the two electronic control units are established mutually. The ECU of the controller is mainly composed of control modules of input/output, microcontroller (MCU), or/and related control chip of active steering, minimized peripheral circuit, stabilized power supply. The ECU is equipped with various structural and functional modules following modules. Based on the environment perception and path planning of central computer, the MCU module determines vehicle speed and rotation angle and rotation drive torque of directive wheel; the MCU module sets steering angle and rotation drive torque submodule of directive wheel, active steering, coordination control submodule of braking and drive of vehicle, steering and anti-collision control submodule of vehicle and data processing and control submodule of steering failure of drive-by-wire. 
     (8). Drive-by-wire steering actuator. Active steering controller of drive-by-wire outputs signals to control the driving motor in the active steering actuator, rotation angle and rotation driving torque of steering wheel exported by the driving motor controls active steering system of two wheel or four-wheel of drive-by-wire by means of transmission and mechanical steering drives, to realize active steering of driverless vehicle. When tire burst control exiting signal arrives, the active steering control of the tire blowout exits. 
     4. Drive Control and Controller for Tire Burst 
     The system adopts a corresponding control mode and model of tire burst driving. Setting the entry conditions of driving control for vehicle tire burst. After tire burst control entry signal i a  arrives, the tire burst drive controller of driven by man vehicle or driverless vehicle with auxiliary driving operation interface starts tire burst driving control and send drive control entry signal, according to requirements for tire burst drive control which is identified by driver&#39;s characteristic function W i  of vehicle acceleration control willingness or/and collision avoidance control of driverless vehicle. Based on tire burst state and vehicle stability control state, a coordinated control mode, model and algorithm of driving and braking, driving and steering for tire burst are established. The vehicle acceleration {dot over (u)} x  and vehicle speed u x  is determined. The vehicle enters a coordinated control of driving and secondary stability for tire burst. 
     (1). Driving Control and Controller for Tire Burst Vehicle 
     i. Tire burst drive control for manned vehicle or driverless vehicle with manual auxiliary operation interface. During tire burst control, the characteristic function W i  (W ai , W bi ) which shows driver&#39;s willingness of acceleration and deceleration control of vehicle is introduced. According to condition and model of self-adapting exiting and returning of tire-burst driving control, the tire-burst control of tire-burst driving controller enters or retreat based on the characteristic function W i  for driver&#39;s control intention. The adaptive control model, control logic and logic sequence limited by the condition are established with modeling parameters which include stroke h i  of driving pedal and its change rate {dot over (h)} i . Based on the division of first, second or multiple stroke of driving pedal and the direction division of positive or negative stroke of driving pedal, a control model which includes logic threshold model of active exiting from tire burst braking control, entering of engine driving control and automatic return of tire burst braking control are established. The value of logic threshold model and control logic are set. When tire burst control entering signal i a  arrives, and if driving pedal of vehicle is in its one stroke, no matter where driving pedal is located, the engine of vehicle or driving device of electric vehicle will terminate driving output to vehicle immediately. In the two or more strokes of the driving pedal, and when the value determined by the characteristic function W i  reaches a set threshold value, the tire burst braking control exits actively, and vehicle enters driving control limited by condition. In the return stroke of two or more of the driving pedal, and when the value determined by characteristic function W i  reaches set threshold value, the driving control of vehicle exits, and tire burst braking control returns actively. According to the division of first, second and multiple stroke of driving pedal, a asymmetric function model of positive and negative stroke of driving pedal is established by modeling parameters which include driving pedal stroke h i  and its derivative {dot over (h)} i . The so-called asymmetric functions model with parameters h i  and {dot over (h)} i  refer to: the parameters set by model and modeling structure of functional model in positive and reverse stroke of driving pedal are not identical completely or not exactly same, and the values of function mode W i  are completely different or not identical completely at the same point set by its variables or parameters h i . In first stroke of driving pedal of vehicle, tire blowout drive control does not started. In second or more strokes of driving pedal, the value of function W b1  at any h i  point of positive stroke pedal of the driving pedal is less than function value of W b2  at any same h i  point of reverse stroke pedal of the driving pedal. The positive (+) and negative (−) of stroke h i  of driving pedal can indicate driver&#39;s willingness to accelerate or decelerate of the vehicle. For self-adaptive exiting and entering of tire burst braking control, a logical threshold model with parameter W ai  is adopted under control of the operating interface of driving pedal. A decreased datum set of c hai  and c hbi  of logical threshold of positive and negative stroke of driving pedal is set. The set of c hai  includes c ha2 ,c ha3  . . . c han . The set of c hbi  includes c hb2 ,c hb3  . . . c hbn . During second time or multiple times positive stroke of driving pedal, the burst tire braking control exits actively and tire burst drive controls enters actively when of value W ai  reaches the threshold value c hai . The burst driving control exits actively when W bi  reaches the threshold value c hbi . In the second or multiple times reverse stroke of driving pedal, the tire burst brake control actively returns when travel h i  of driving pedal is 0. In tire burst control of the first, second and multiple stroke of the driving pedal, a control of opening degree of throttle and fuel injection quantity of engine or output of the driving device of electric vehicle adopt control model with parameters which include stroke h i  of driving pedal stroke, to realize the tire burst driving control of the vehicle. Definition of the first, second and multiple stroke of driving pedal: when the tire burst control entering signal i a  arrives, the any stroke position of driving pedal or any stroke position of positive and negative of starting from zero position is called one stroke, and the positive and negative stroke restarted after first stroke which returns to zero is called second stroke, and the strokes of driving pedal after the second stroke are called multiple stroke. The two type signals of burst control entering signal and tire burst control automatic restart signal after control exiting from mode of man-machine alternating are called as burst control entering signal i a . The burst control entering signal and burst control exiting signal can be expressed by the high and low electrical level or specific logic symbols which include digital and digital code. When tire burst braking control identified by driving pedal operation interface exits or returns actively, the electronic control unit outputs man-machine alternating braking control exiting signal i k  or tire burst braking control return signal i a . 
     ii. Driving control of driverless vehicle. According to control requirements to acceleration {dot over (u)} x , speed u x  and path tracking of vehicle, the central controller of driverless vehicle determines parameter forms of one of driving force Q p  of vehicle, comprehensive angle acceleration {dot over (ω)} p  or comprehensive driving slip ratio S p  of wheels, and determines algorithm of parameter Q p , {dot over (ω)} p  or S p  of each wheel. Using equivalent models of relationship between one of parameters Q p , {dot over (ω)} p , S p  and one of throttle opening D j , fuel injection quantity Q j . One of parameters Q p , {dot over (ω)} p  or S p  are converted to one of throttle opening D j  and fuel injection quantity Q j  of fuel engine; from this, one of above parameters is converted to current or/and voltage of the electric drive device of the electric vehicle. When necessary, the conversion of control parameters is determined by the relevant datum of field test. 
     iii. Self-adaptive drive control for tire burst. One of target control values {dot over (ω)} pk  S pk  or Q pk  of comprehensive angle acceleration {dot over (ω)} p  of wheels, comprehensive driving slip ratio S p  of wheels and driving force Q p  of vehicle is determined by self-adaptive control model. The Q pk  is determined by mathematical model with parameters γ and Q p . The {dot over (ω)} pk  is determined by the mathematical model with parameters γ and {dot over (ω)} p . The S pk  is determined by mathematical model with parameters γ and S p : 
         Q   pk   =f  (γ,  Q   p ), {dot over (ω)} pk   =f  (γ, {dot over (ω)} p ), S pk   =f  (γ, S p )
 
     In formula the γ is tire burst characteristic parameter. The γ is determined by mathematical model with parameters which include collision avoidance time zone t ai , vehicle yaw angle velocity deviation e ω     r   (t), sideslip angle deviation e β (t) to mass center of vehicle, or equivalent relative angle velocity deviation e(ω e ) and angle acceleration deviation e({dot over (ω)} e ) of two wheel for balance wheel pair of tire burst vehicle. 
       γ= f ( t   ai   , e   ω     r   ( t ),  e (ω e ),  e ({dot over (ω)} e )) or γ= f ( t   ai   , e   ω     r   ( t ),  e (ω e ),  e   β ( t ))
 
     The modeling structures of models {dot over (ω)} pk  and S pk  are as follows. The Q pk , {dot over (ω)} pk , S pk  are decreasing functions of increment of γ. The γ is an incremental function of decrement of anti-collision control time zone t ai , and the γ is an incremental function of absolute value of increment of e ω     r   (t), e β (t),e(ω e ) and e({dot over (ω)} e ). When the vehicle enters danger or forbidden time zone t ai  that the vehicle collides with front vehicle, the driving of the vehicle is relieved. When the vehicle exits from the dangerous time zone t ai  of colliding with front vehicle, it returns to the tire burst drive control. 
     iv. Allocation in each wheel of one of target control value for control variables Q pk , {dot over (ω)} pk  and S pk . The Q pk , {dot over (ω)} pk  or S pk  is allocated to no-burst tire wheel, or two wheels of wheelset of driving axle, or two wheels of steering wheelset. First. The tire burst driving control of vehicle set by a drive shaft and a non-drive shaft. When tire burst of one wheel of driving axle arises, the Q pk , {dot over (ω)} pk  or S pk  is distributed to the wheelset of driving axle. Under action of differential mechanism of steering axle, two wheels of the wheel pair of driving axle obtain same tire force. When tire burst wheel of steering axle is driven to slip, that is, the parameter value {dot over (ω)} pk1 , S pk1  of tire burst wheel is larger than the parameter value {dot over (ω)} pk2  S pk2  of the no burst tire wheel, the driving force provided by the driving axle fails to reach the target control values of Q pk , {dot over (ω)} pk  S pk , the tire burst wheel of the steering axle can be braked, so that, values of the {dot over (ω)} pk1  and {dot over (ω)} pk2  of left and right wheels of the driving axle may be equal, or S pk1  is equal to S pk2 . The coordinated control model of steering and driving is established to determine the additional angle θ p  of directive wheel; the insufficient or excessive steering of vehicle, which is caused by applying braking force to tire burst wheel, is compensated, to balance the vehicle instability caused by the braking. When wheel tire burst of non-driving axle, the driving force is allocated to wheelset of the driving axle. For four-wheel vehicle with front and rear drive axles, the driving force is allocated to two wheel of wheel pair of no tire burst drive axle under state of wheel tire burst of one drive axle. Second. Tire burst drive control of electric vehicle. When vehicle sets two driving axles, or when four wheels are driven independently, the driving force exerts on two wheels of no tire burst wheelset; in the same time, the driving force can exert on the no tire burst wheel of the tire burst wheelset, and the driving force of the wheelset produces unbalanced yaw moment M u1  to mass center of vehicle. The unbalanced yaw moment M u1  to mass center of vehicle is compensated by unbalanced yaw moment M u2  produced by differential driving force exerted on the two wheels of no tire burst wheelset. The vector sum of M u1  and M u2  is 0. The sum of yaw moment exerting on the vehicle mass center of all wheels is 0, thus, to realize balanced driving for the whole vehicle. 
     (2) Stability Control of Driving for Tire Burst Vehicle 
     The coordinated control mode of driving, braking stability or/and balance control of active steering of tire burst vehicle are adopted. 
     i. In driving control of tire-burst vehicle, the logical combination A⊂C, C or A of braking stability C control of vehicle and wheel braking stability A control are adopted. During the cycle of its logical combination control, the additional yaw moment M 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 u  is used to balance the tire burst yaw moment M u ′, the unbalancing driving yaw moment M p  or/and the braking yaw moment M n  produced in steering of vehicle; the M 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 according to normal working of vehicle. 
     ii. For active steering vehicles, a combined control mode of braking stability and active steering balancing of vehicle is adopted. Based on rotation angle δ of steering wheel or rotation angle θ ea  of directive wheel determined by driverless vehicle, the additional rotation angle θ eb  of the vehicle is exerted to actuator of the active steering system AFS,; the additional rotation angle θ eb  can be not determined by operation of driver, or by control of driverless vehicle under state of normal working condition. Within critical speed range of vehicle, the unbalanced driving moment M p ′ or/and brake yaw moment M n  produced in steering of vehicle can be compensated by yaw moment produced by additional rotation angle θ eb , to balance insufficient or excessive steering of the vehicle. The combined control is especially suitable for vehicles with one driving axle and one steering axle, and is especially suitable for vehicles in which the driving axle and the steering axle are as a same axle. In vehicle driving stability control, the distribution of additional angle θ eb  of vehicle and the additional yaw moment M u  produced by differential braking or differential driving of each wheel is realized by distribution model with modeling parameters that include longitudinal slip ratio of wheel, or longitudinal slip ratio of wheel and side slip angle of steering wheel, based on the friction ellipse theory model of wheel. 
     (3). Tire Burst Driving Control Subroutine or Software 
     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 program adopts a mode of structured design. The wheel drive control subroutine includes program modules of control mode conversion between braking and drive for tire burst, self-adaptive drive control of driven by man vehicle, drive control of driverless vehicle and stability drive control for tire burst vehicle. 
     (4). Electronic Control Unit (ECU). 
     The tire burst controller and the controller of vehicle system set up one electronic control unit, or electronic control unit of the tire burst controller and the electronic control units of the on-board system are set independently with each other, and the communication interface and communication protocol between the two electronic control units are established mutually. The ECU of the controller is mainly composed of control modules of input/output, microcontroller (MCU), or/and related control chip of driving control, minimized peripheral circuit, stabilized power supply. The ECU is equipped with various structural and functional modules following modules. The data processing and control module of microcontroller of MCU sets processing and control submodule of driving data of manned or driverless vehicle, throttle and fuel injection or power output control submodule of vehicle. Braking data processing and control submodule includes brake submodule of tire burst wheel, non-tire burst wheel. The driving export submodule includes throttle motor, fuel drive pump and motor, fuel injector control or vehicle power export, brake regulator control submodule, or control submodule of driving force output of electric vehicle. 
     (5). Drive Actuator. 
     The output device of fuel engine or electric vehicle power is used in the driving actuator. The tire burst driving controller outputs the balanced or differential driving signals to each wheel, and controls the motor of the throttle of engine or power output device of electric vehicle. The driving torque output by the engine and the motor is transmitted to the driving wheel of vehicle through the variable speed device, transmission mechanism and driving force distribution device. The vehicle set the tire burst braking controller outputs wheel balance or differential braking signal to the tire burst driving device, and controls the selected brake wheels. The vehicle can obtain the balanced driving force by the coordinated control of drive or/and braking of wheels. 
     5. Suspension Lifting Control and Controller of Vehicle 
     Based on vehicle passive, semi-active or active suspension system, a coordinated control mode, model and algorithm of suspension are established by using modern control theory and corresponding algorithms, such as ceiling damping, PID, optimum, self-adaptive, neural network, sliding mode variable structure or fuzzy control for tire burst and normal working condition. The target control value of elastic element stiffness G v  of suspension, damping B v  of shock absorber, position height S v  of suspension are determined by the control mode, model and algorithm. Second judgment model of suspension control for tire burst is established. The model includes threshold models of single parameter or multi parameter. When tire burst control entering signal i a  arrives, the second judgment of suspension control is made by the main and secondary threshold model. Based on secondary threshold model, the controller outputs the second starting or entering signal i va  or exiting signal i ve  for the tire burst suspension control, to realize the conversion of suspension control mode of normal and tire burst condition. 
     (1) Suspension Lifting Control and Controller 
     i. Entering and exiting of suspension lifting control for tire burst. The controller sets a threshold model with modeling parameters of tire pressure p r  (p ra , p re ) or effective rolling half-way R i  of wheel, lateral acceleration {dot over (u)} y . A threshold (value) a v  (a v1 , a v2 ) of threshold model is determined. After the tire burst control entering signal i va  arrives, and when the p ra  or R 1  reaches the main threshold a v1  and the {dot over (u)} y  reaches the sub-threshold a v2 , or {dot over (u)} y  reaches the main threshold a v2  and p re  reaches the sub-threshold a v1 , or one of the p ra  and the {dot over (u)} y  reaches the corresponding threshold a v1  or a v2 , the vehicle enters tire burst suspension control. The electronic control unit set by the controller sends out the suspension control entering signal i va  for tire burst; otherwise the exiting signal i ve  of tire burst control is output, the suspension control of tire burst exits. The a v2  is determined by model with parameters which include half distance L v2  between front and rear axles of vehicle, half wheelbase of front or rear axles half-spacing L v1 , the vehicle centroid height h k  and the vehicle rollover angle γ d  of tire burst. 
     
       
         
           
             
               
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     When vehicle enters real control period or inflection control period for tire burst, the threshold value a v2  is adjusted by the coefficient K. 
     ii, Suspension lifting controller. A coordinated control modes of G v , B v  and S v  are established by the controller with control variable of suspension displacement S v , shock absorption resistance B v  and suspension stiffness, to determines target control values of G v , B v  and S v  of tire burst wheel. According to the modes, the amplitude and frequency of suspension in the vertical direction of vehicle body are calculated. The pneumatic or/and hydraulic spring suspension adopts pneumatic or/and hydraulic power source, and servo pressure regulating device. First. According to the coordinated control mode of control values G v , B v  and S v , corresponding mathematical models of the G v , B v  and S v  is established respectively by modeling parameters which include input pressure p v , or/and flow Q v , load N zi  of the regulating device, and include damping coefficient k j  of throttle opening of liquid flow between working cylinders of shock absorber, fluid viscosity v y , suspension displacement S v  and the displacement velocity {dot over (S)} v  and acceleration {umlaut over (S)} v , and the velocity and acceleration velocity of fluid flowing through throttle valve, and elastic coefficient k x  of spring suspension: 
         S   v   =f ( p   v   , N   zi   , G   v ),  S   v   =S   v1   +S   v2   +S   v3    
         B   v   =f ( {dot over (S)}   v   , {umlaut over (S)}   v   , k   j   , v   y ),  G   v   =f ( k   x   , p   v ) or  G   v   =f ( k   xb   , h   v ) 
     In the formula, the S v1  is static position height parameter of suspension, the S v2  is position height adjustment parameter for normal working condition, the S v3  is position height adjustment parameter of suspension for tire burst, the k x  is elasticity coefficient of spiral spring, the h v  is elastic deformation length of spiral spring. The regulating value S v3  is determined by the function model with the parameters which include effective rolling radius R i  or tire pressure p ra  of tire burst wheel: 
         S   v3   =f ( R   i ),  R   i   =f ( p   ra ) 
     When the suspension travel position is adjusted by using pneumatic or hydraulic lifting devices, the relationship model are established by the parameters which include the input pressure of the hydraulic cylinder p v  or/and the flow Q v , the position height of independent suspension travel S v  and the load N zi  of hydraulic cylinder or/and air bag of adjusting device: 
         N   zk   =f ( S   v   , P   v   , Q   v ) 
     The target control value of the suspension position height S v  of each wheel is converted to the input pressure p v  or/and flow Q v  of the adjusting device. In the formula, N zk  is the dynamic load of tire burst vehicle. The N zk  is sum of each wheel load N zi  for tire burst vehicle under normal working conditions and load variation value ΔN zi  of tire burst wheel: 
     
       
      
       N 
       zk 
       =N 
       zi 
       +ΔN 
       zi  
      
     
     The value of load variation ΔN zi  is determined by the equivalent function model between the effective rolling radius R i  or tire pressure and ΔN zi  of the wheel: 
       Δ N   zi   =f ( R   i ) or Δ N   zi   =f ( p   ra )
 
     In order to simplify the calculation, the characteristic functions with parameter of tire burst load variation ΔN zi  and the tire pressure p ra  are determined by the test. The load N zi  and its variation ΔN zi  of each wheel under condition of tire burst are determined. Setting the load N z0  of wheel under the normal working condition of the wheel, the load variation value ΔN zi  in dynamic test is detected under states of the decreasing series value Δp ra  of tire pressure for the wheel or the effective rolling radius ΔR i  of wheel. A datum sheet is established by the characteristic functions with the parameters Δp ra  or ΔR i  and ΔN zi . The datum sheet are stored in the electronic control unit. In the tire burst control, the value of ΔN zi  can be taken out by input parameters of p ra  or ΔR i . The value of ΔN zi  can is acted as the calculated parameter value. Delimiting the deviation e v (t) between measured position height S v ′ of suspension and the target control value S v , the position height of tire burst wheel or/and position height of each wheel is adjusted by feedback control of deviation e v (t). The balance of vehicle body and load balance distribution of the tire burst vehicle are maintained by adjusting the height of position of suspension. 
     Second. Suspension travel S v , shock absorption resistance B v  and stiffness G v  coordinated controller. The coordinated control models of the control variables G v , B v  and S v  of suspension are established: 
       S v  (G v , B v ) 
     The target control values of {dot over (S)} v  and {umlaut over (S)} v  are suitable for the shock absorption resistance B v  control of hydraulic damper suspension. For suspension with magnetorheological fluid damper, the shock absorption resistance B v  is adjusted to a lower constant. A hydraulic shock absorber is composed in suspension of gas or hydraulic pressure spring. Under certain conditions of which travel S v , velocity {dot over (S)} v  and acceleration {umlaut over (S)} v  of suspension or damping piston of absorber are determined, the shock absorption resistance B v  of the hydraulic absorber is determined by the opening degree of the damper valve and fluid viscosity of the damper. A magnetorheological (MR) damper is combined in the pneumatic or hydraulic spring suspension. Under the condition of which the opening of the damper valve is fixed, the shock absorption resistance B v  can be adjusted by controlling viscosity of electronically controlled MR. 
     (2). Suspension Control Program or Software for Tire Burst 
     i. Based on the structure, flow, control mode, model and algorithm of suspension lifting control for tire burst, a tire burst suspension lifting control subroutine is developed. The subroutine adopts a structured design. The program sets suspension control program modules which include secondary entering of suspension control of tire burst vehicle, the conversion of tire burst and non-tire burst control modes, travel S v  control of wheel suspension, coordination control of G v , B v  and S v  of wheel suspension, and program module of servo control for input parameters which include pressure p v  or/and flow Q v  of adjusting device for suspension travel. 
     (3). Electronic Control Unit of Suspension Subsystem 
     The tire burst controller and the controller of vehicle system set up one electronic control unit, or electronic control unit of the tire burst controller and the electronic control units of the on-board system are set independently with each other, and the communication interface and communication protocol between the two electronic control units are established mutually. The ECU of the controller is mainly composed of control modules of input/output, microcontroller (MCU), or/and related control chip of driving control, minimized peripheral circuit, stabilized power supply. The ECU is equipped with various structural and functional modules following modules. The micro controller (MCU) mainly consists of suspension G v , B v  and S v  control and its control coordination submodule, data processing and control submodule of servo control of regulating device. Driving output module includes power amplification of driving signal, driving mode and photoelectric ion isolation, driving circuit and output interface submodule. 
     (4). Suspension Subsystem Actuator 
     Suspension system includes active, semi-active and passive suspension. The active suspension adopts air spring suspension structure; passive and semi-active suspension adopts spiral spring or air-hydraulic spring composite structure. 
     i. 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 of tire burst wheel and each wheel. 
     ii. 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. The signal group g v1 , g v2 , g v3  output by the ECU under the tire burst condition. The signal g v1  controls the electromagnetic valve in the damping piston, to open or close the flow passage between the upper and lower piston cylinders in the damping piston. Signal g v2  controls the regulating valve set on the flow passage from the lower piston cylinder to the reservoir cylinder, and closes the flow passage; from this, the lower piston cylinder becomes a lift cylinder and the shock absorber becomes a lift device. The signal g v3  output by the electronic control unit controls the air hydraulic servo device. The fluid is regulated by the servo device and is input into the lower cylinder of the piston. Through the displacement of the piston and the piston rod, the suspension position and height can be adjusted, to restore the balance of the body and the balance distribution of the gravity of each wheel. In the process of the vehicle&#39;s tire burst braking and steering control, the difficulty of vehicle&#39;s stability control caused by the load transfer of each wheel can be reduced after the tire burst, and the risk of side tilt of vehicle for tire burst can be reduced. When tire blowout exiting signal i ve arrives, the suspension lifting control exits under the condition of tire burst. 
     6. Technology Scheme and Effect of the Tire Burst Control 
     The system has the following technical characteristics and advantages which are compared to the existing technology. The system adopts a new concept and technical scheme of tire burst control for vehicles. The new concept and technical scheme covers the main key technologies of tire burst control for manned vehicles and driverless vehicles. This technology includes the “double instability” control for tire burst vehicles. The system defines and establishes a determination mode of tire burst by detecting tire pressure of tire pressure sensor, characteristic tire pressure and state tire pressure. Based on the real tire burst point, inflection point of tire burst, controls singularity and time zone of collision-proof control in the process of tire burst control, the system make the tire burst control adapt to the process of tire burst state process in logical cycle of control period, to realizes phasing, processing and control time zoning of tire burst control. The system adopted mechanism of tire burst control entering and exiting, control mode conversion between normal conditions and burst conditions, the self-adaptive control modes of tire burst for wheel and vehicles. Modes of active control, state control and man-machine exchange control are established. In this system, the main control of tire burst, engine braking, braking of brake device, throttle opening or/and fuel injection of engine, rotation moment of steering wheel, active steering, suspension lifting controller of tire burst are set up. Based on the type and structure of control, the corresponding control module are set up. The coordinated control modes and models of vehicle braking, driving, steering, steering wheel rotation force and suspension are set up by means of on-board data bus and special data bus of X-by-wire for tire burst, to realize tire burst control in normal working and tire burst condition, and real or non-real tire burst process. The tire burst control concept adopted in this system is novel, and the technical scheme is mature; under condition of rapid change of tire burst state process of vehicle, movement states of tire burst wheel and running attitude of vehicle, the important technical barriers that include severe instability of wheel and vehicle, and controlling difficulty of extreme state for vehicle tire burst are broken through; therefrom it is solved that the important technical topic which has puzzled by safety of vehicle tire burst for a long time. 
    
    
     
       DESCRIPTION OF DRAWING 
         FIG. 1  shows the mode, structure and flow chart of active and adaptive control for vehicle tire burst 
     
    
    
     MODE OF CARRYING OUT THE IVENTION 
     1). The Active and Self-Adaptive Control Mode, Structure and Flow of Tire Blowout Control System for Vehicle. 
     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 a , i e    6  arrives, each controller enters or exits from the tire burst control. 
     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. 
     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&#39;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&#39;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&#39;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. 
     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&#39;s brake control willingness and active tire blowout brake control of man-machine can be realized by brake controller  11  of vehicle. 
     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. 
     v. During each control period and based on the active steering system of the vehicle, an additional angle θ eb  determined by the active steering controller  13  is exerted to the active steering system of the vehicle; the additional angle θ eb  is used to balance tire burst steering angle, to adjust actively the steering of the vehicle; the direction of additional angle θ eb  is opposite to the direction of tire burst steering angle. The rotation angle θ e  of steering wheel is vector sum of the actual steering wheel angle θ ea  determined by the steering operation interface  20  and additional angle θ 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. 
     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. 
     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 re  [x b , x 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. 
     (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 re1  is determined by the equivalent mathematical model and algorithm. The mathematical model is established by modeling parameter including yaw angle velocity deviation e ω     r   (t), side slip angle deviation e β (t) for mass center of vehicle, non-equivalent relative angle velocity deviation e(ω k ) of left and right wheels of wheelset, ground friction coefficient μ i , wheel load N zi  and rotation angle δ of steering wheel: 
         p   re1   =f  ( e (ω k ),  e   β ( t ),  e   ω     r   ( t ), λ i ) or λ i   =f (μ i   , N   zi , δ)
 
     In process of the state, the braking force Q i  and driving force Q p  are zero. The deviation e(ω k ) of non-equivalent relative angle velocity ω k  and deviation e({dot over (ω)} k ) of non-equivalent relative angle acceleration or deceleration {dot over (ω)} k  are equal to, or are equivalent to, equivalent relative parameter deviation e(ω e ) and e({dot over (ω)} e ), under condition of which parameter values of μ i , N zi , δ, Q i  taken by two wheels of balance wheelset are equal or equivalent equal. In the same parameters set E(λ i  μ i , N zi , δ, Q i  ), values of λ i  taken by the two wheels of the balance wheelset can be taken as 0 or 1, and e({dot over (ω)} k ) can be replaced by non-equivalent relative slip rate deviation e(S k ). Based on state tire pressure p re1  and threshold model for tire burst judgement, the absolute value of non-equivalent relative angle velocity deviation e(ω k ) in balancing wheelset for front and rear axles is compared. The wheelset of which bigger absolute value of deviation e(ω k ) is taken in the two balance wheelset is tire burst balancing wheelset, and the wheel of which bigger ω 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 i  is determined by model with modeling parameters of μ i , N zi  and δ. Wheels can be in state of rolling freely without braking and driving. After λ 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. 
     (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 re  is established by modeling parameters which include yaw angle velocity deviation e ω     r   (t), the sideslip angle deviation e β (t) of vehicle, the non-equivalent or equivalent relative angle velocity deviation e(ω k ), e(ω e ) of the left wheel and right wheel of wheelsets, ground friction coefficient μ i , wheel load N zi  and steering wheel angle δ: 
         p   re2   =f  ( e   ω     r   ( t ),  e   β ( t ),  e (ω k ),  e ({dot over (ω)} k ), λ i ) or
 
         p   re2   =f  ( e   ω     r   ( t ),  e (ω e ),  e ({dot over (ω)} k ), λ i ) or
 
       λ i   =f (μ i   , N   zi , δ)
 
     Under condition of which load N xi  of left wheel and right wheel change is little, the ground friction coefficient μ 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 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 k ) and angle acceleration and deceleration deviation e({dot over (ω)} e ). The equivalent relative angle velocity deviation e(ω e ) and angle acceleration and deceleration deviation e({dot over (ω)} 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 ui  of left and right wheels of driving axle is equal, the deviation e(ω e ) and e(ω k ), e({dot over (ω)} e ) and e({dot over (ω)} k ) of left and right wheels are equivalent or equivalent equal, thus λ i  can be taken as 0 or 1. The state tire pressure p re2  is compensated by λ i  under the condition of which friction coefficient μ i  of the left wheel and right wheel is different. The tire burst judgement is made by threshold model of state tire pressure p re2 . After tire burst is determined, the equivalent relative angle velocity ω e  of the left wheel and right wheel of the driving axle is compared. Based on the state tire pressure p re2  and the tire burst judgement threshold model, the non-equivalent relative angle velocity ω k  of left wheel and right wheel of non-driving axle is compared, and the equivalent relative angle velocity ω e  of left wheel and right wheel of driving axle is compared. The wheel with bigger value of ω e  and ω 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 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. 
     (3). Braking state structure (+). The parameter of rotary moment deviation e M     a   (t) of directive wheel for tire burst may be used, or not used, in the braking state structure. When the e M     a   (t) of directive wheel may be used, the e M     a   (t) can be replaced by the rotary torque deviation ΔM c  of steering wheel or steering assisting moment deviation ΔM a . 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 are 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 re3  is established by modeling parameters which include e ω     r   (t), e(ω k ), e β (t), e(ω e ), e(Q k ) and λ i : 
         p   re3   =f  ( e   ω     r   ( t ),  e (ω k ),  e   β ( t ),  e (ω e ),  e (Q k ), λ i ), λ i   =f (μ i   , N   zi , δ)
 
     Where, the e(Q 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 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 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 i  is determined by equivalent correction model with parameters of μ i , N zi  and δ of left wheel and right wheel; the non-equivalent angle velocity deviation e(ω k ) and non-equivalent angle deceleration deviation e({dot over (ω)} k ) of the left wheel and right wheel of the two axles are actually equivalent to equivalent relative angle velocity deviation e(ω e ) and angle deceleration deviation e({dot over (ω)} k ) under the condition of which the braking force Q i  of the left and right wheels of the two axles is equal. After tire burst is determined, absolute values of e(ω e ) and e(ω k )of front axle and rear axles are compared based on state tire pressure p re3  and threshold model of tire burst judgement; the wheel that takes a bigger absolute value of ω e  or ω k  is tire burst wheel, or the positive and negative sign of e(ω k ) and e(ω 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 re . First way. The way is based on “braking state structure 1”, to determine state tire pressure p re41 , that is, the p re3  is equal to the p re41 , then to determine tire burst of vehicle. Second way. For vehicle of which parameters of wheel braking force 
     Q i  and angle velocity ω i  are taken as control variables, the state tire pressure p re41  is calculated under the condition of differential braking of wheels. The first algorithm of p 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 re41  is adopted; when the left wheel and right wheel of tire burst balancing wheelset are exerted by equal braking force Q i , one of the same parameters in E n  is Q i , it satisfies the condition of same braking force Q i  taken by two wheels of tire burst balancing wheelset, and effective rolling radius R i  of two wheels of tire burst balancing wheelset is regards as a same; from this, the e(ω k ) is equivalent to e(ω 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 re42 , the same parameters in the set E n  are taken as Q i  and R i , the parameters e(ω e ) and e({dot over (ω)} e ) in calculation model of p re42  simultaneously satisfy the condition of which the values of Q i  and R i  of each wheels are equivalent or equivalent equality. Algorithm 2 of state tire pressure p 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 re43  is adopted as follows. 
         p   re41   =f  ( e   107      r   ( t ),  e   β ( t ),  e (ω k ),  e ({dot over (ω)} k ), λ i ),  p   re42   =f  ( e   107      r   ( t ),  e   β ( t ),  e (ω e ), λ i )
 
         p   re43   =f  ( e   107      r   ( t ),  e   β ( t ),  e (ω e ),  e ( Q   e ), λ i ), λ i   =f (μ i   , N   zi , δ)
 
     Under the state in which same parameter R i  of each wheel in the set E n  is set, The parameters e(ω e ) and e({dot over (ω)} k ) should satisfy the conditions of which braking force Q i  and the effective rolling radius R i  of two-wheel of balanced wheelset are equivalent or equivalent equality, and the e(Q e ) in calculation model of p re43  may be replaced by the non-equivalent relative braking force deviation e(Q k ) of two-wheels of balanced wheelset, and the “abnormal change” of vehicle yaw angle velocity deviation e ω     r   (t) in tire burst control is compensated by change of parameter e(Q k ). Among them, the λ i  is determined by the equivalent model with parameters μ i , N zi  and δof left wheel and right wheel. In the above formulas, equivalent relative angle deceleration deviation e({dot over (ω)} e ) can be interchanged with equivalent relative slip rate e(S e ). The tire burst is determined by state tire pressure p re  and the value of the tire burst threshold model. The absolute values of e(ω e ) of the front axle and rear axle are compared after the tire burst is determined, and the balance wheelset of which the larger absolute value of e(ω e ) is taken in the two axles is tire burst balance wheelset. The wheel of which the larger absolute value of e(ω e ) or e(ω k ) is taken are tire burst wheel. In the balancing wheelset for tire burst, the positive and negative sign of e(ω k ) also is used to determine the tire burst wheel and tire burst balanced wheelset. When rotation angle δ of steering wheel is Larger, and ground friction coefficient μ i  for two wheels of left and right is set to be equal, the rotation turning radius of the vehicle is determined by parameters such as rotation angle δ of the steering wheel, vehicle speed u x  or/and side deviation angle α i  of steering wheel; from this, it is determine to deviation of running distance and rotating angle velocity deviation Δω 12  of left wheel and right wheel. According to Δω 12  or the variation value of load of left wheel and right wheel of vehicle, the correction factor λ i  is determined by the function model with Δω 12  or/and variable value ΔN z12  of load of wheel left wheel and right. In order to simplify the calculation of correction factor λ i , the load transfer ΔN z12  of two-wheel of front axle and rear axle can be neglected; the functional relationship between correction factor λ i  and variable δ, parameter u x  is determined by field test, and the numerical chart of functional relationship is compiled. The numerical chart is stored in electronic control unit. In braking control, the λ i  is checked and called by using main parameters including u x ,δ and μ i . The value of parameter λ i  is used to determine equivalent parameter values of Left and right wheels of front axle and rear axle and state tire pressure p re . 
     3). Direction Determination Mode of Rotation Angle for Tire Burst. 
     (1). Based on the origin rules of steering wheel angle δ and torque M 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′ b  and the steering assistance moment M 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 C ; the judgement logic of direction of tire burst rotation torque M b ′ and steering assist moment M 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 b ′ and the direction of steering assistance moment M 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 b ′ and steering assistance moment M a  are determined by the direction Judgement mode of steering angle for tire burst. 
     i. The Direction Judgement Mode of Angle: Logic Chart of Steering Wheel Right Rotation with Positive Difference Δδ 
     
       
         
           
               
               
               
               
               
             
               
                   
               
               
                 δ 
                 Δδ 
                 ΔM c   
                 M b   ′   
                 M 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 c , and when rotation angle δ of the steering wheel or turning angle θ 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 b ′ and steering assistant moment M 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 b ′ and steering assistant moment M a  in left turning of steering wheel are same as those used in right turn of steering wheel. 
     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′ 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′ b . When tire burst rotation moment M′ b  is positive (+), it is indicates that the direction of M′ b  is consistent with the direction of the positive route of steering wheel angle δ, and the direction of steering assistant moment M a  is consistent with the direction of the negative route of steering wheel angle δ. When tire burst rotation moment M′ b  is a negative (−), it indicates that the direction of M′ b  is consistent with the direction of the negative route of steering wheel angle δ, and the direction of steering assistant moment M a  is consistent with the direction of the positive route of steering wheel angle δ. When increment ΔM c  of steering assistant moment M a  is 0, it indicates that the rotation force M k  of steering wheel exerted by ground is in a force balance state, and it indicates that derivative {dot over (M)} k  of parameter M k  is 0. 
     (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. 
     i. The indirect direction judgment of tire burst rotation moment M′ 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 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 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. 
     ii. Determining of direction of the tire burst rotation moment M′ 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 b ′ of steering wheel can be determined also. 
     4). 
     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)} i , slip rate S i  of wheel , vehicle deceleration {dot over (u)} x  and braking force Q i  as control variables; the control of tire burst brake can be realize in the logic cycle of period H 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 
     (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 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 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)} i , S i  and Q 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)} i  and S i  as control variables and control objectives, and takes brake force Q 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 h  of tire burst is obtained. In process of logical cycle of period H h , the braking force Q 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 i  of tire burst wheel can be realized by the reducing of target control values {dot over (ω)} ki  and S ki  of control variables {dot over (ω)} i  and S i , until {dot over (ω)} ki  and S ki  achieve a set value or zero. During the control process, the actual values {dot over (ω)} i  and S i  of tire burst wheel fluctuate around their target control values {dot over (ω)} ki  and S ki . The braking force Q i  is decreased gradually, equally or unequally to 0, thus indirectly adjusting the braking force Q i  of wheels. 
     (2) Braking Stability C Control of Vehicle 
     According to parameter forms of one of angle deceleration {dot over (ω)} i  or/and slip rate S i  vehicle additional yaw moment M 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 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 u  is vector sum of additional yaw moment M ur  determined by longitudinal differential braking of wheels and additional yaw moment M n  of braking in steering; the distribution of additional yaw moment M 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 u  is not allocated to the tire burst wheel. The allocation models of M 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. 
     i. Under braking in straight running state of vehicle, the M u  is equal M ur . The M ur  is additional yaw moment produced by longitudinal differential braking of wheels. The M 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 u  can be allocated to any one or two of the yaw control wheels. 
     ii. Under braking in steering state of vehicle, allocation of additional yaw moment M 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 u  of wheels is established by modeling parameters which include additional yaw moment M ur  determined by longitudinal differential braking force of wheels, additional yaw moment M n  determined by braking in vehicle steering, slip rate S i , rotation angle δ of steering wheel or rotation angle θ e  of directive wheel and Load M zi  of yaw control wheels. Based on the allocation model of additional yaw moment M u , the allocation of M 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 u  that includes M ur  and M n , load N zi  of each wheel and their transfer amount ΔN zi  which shifts to left rear wheel and left front wheels in tire burst; when direction of M ur  and M n  is same, the maximum value of additional yaw moment M 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 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 i  of left front wheel and left rear wheel and rotation angle θ e  of directive wheels. Based on the model, the distribution of additional yaw moment M u  of the two yaw control wheel is realized. The steering of vehicle, longitudinal slip ratio S 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 u  between two yaw control wheels. The tire burst yaw moment M u ′ produced by tire burst of right front wheel is balanced by M ur  and M 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 u  that includes M ur  and M n , the M u  can achieve maximum value when the direction of M ur  and M n  is same; the right rear wheel is determined as the efficient yaw control wheel. Based on the load N zi  of each wheel and their transfer amount ΔN 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 e  of right front wheel, side or transverse slip angle and longitudinal slip ratio S i  of right front wheel and longitudinal slip ratio S i  of right rear wheel, and load N zi  of each wheel. Based on this model, the distribution of additional yaw moment M u  between two yaw control wheels is realized; the steering of vehicle and slip rate S i  of right front and right rear wheel are also controlled at the same time. The tire burst yaw moment M u ′ produced by tire burst of left front is balanced by M ur  and M n , thus, Insufficient or excessive insufficient steering of tire burst vehicle is balanced or eliminated by M ur , M 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 u  including M ur  and M n , The additional yaw moment M u  of vehicle achieves the maximum value when direction of M ur  and M 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 zi  of each wheel and their transfer amount ΔN 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 e  of left front wheel, side slip angle and longitudinal ratio S i  of left front wheel, longitudinal slip ratio S i  of left rear and load N zi  of each wheel. The coordinated distribution of additional yaw moment M 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 i  of left front and left rear wheels are controlled simultaneously by the distribution of additional yaw moment M u  between left front wheel and left rear wheel. The combination of M ur  and M n  can balance the tire burst yaw moment M 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 ur  and M n . Fourth, the left rear wheel of right-turning vehicle. According to the vector model of M a  including M n  and M ur , the M a  achieves maximum value in the same direction of M ur  and M 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 e  of right front wheel, side slip angle and longitudinal slip ratio S i  of right front wheel, longitudinal slip ratio S i  of right rear and load N zi  of each wheel, based on the load N zi  of each wheel and their transfer amount ΔN zi  which shifts to left rear and left front wheels in tire burst state. The steering angle θ e  of right front wheel and stable steering of the vehicle are controlled by distribution of additional yaw moment M a  between the two yaw control wheels; the slip rate S i  of right front wheel and right rear wheel are controlled simultaneously. The combination control of M ur  and M n  can balance tire burst yaw moment M a ′ produced by left rear tire burst. Insufficient or excessive steering of tire burst vehicle is compensated or eliminated by superposition effect of M ur  and M 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. 
     (3). In duration from arriving of burst control entering signal i 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 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)} c , S c , Q c . The target control value {dot over (ω)} ck , S ck  or Q ck  of control variable {dot over (ω)} c , S c  or Q c  are determined by the difference between target control value Q ck1 , {dot over (ω)} ck1  S ck1  of left wheel and the target control value of Q ck2 , {dot over (ω)} ck2  S ck2  of right wheel. According to the direction of the additional yaw moment M u  of tire burst, the wheel in which one of control variable {dot over (ω)} c , S c  or Q 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)} ck , S ck , Q ck  are expressed as: values of {dot over (ω)} ck , S ck , Q 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.